Systems, Methods and Applications for Using and Enhancing Vehicle to Vehicle Communications, Including Synergies and Interoperation with Satellite Radio

ABSTRACT

Various applications, systems and methods for using, and enhancing V2V communications for various purposes are described. These systems and methods leverage various aspects of satellite radio broadcasts in combination with V2V communications. In some embodiments, V2V-enabled vehicles can receive advertisements or offers from RSEs, or even other V2V enabled vehicles, in a defined Target Region, which may then be played to a user in-vehicle once a given Trigger Region has been entered. By logging all advertisements or offers played to a user and sending the log to an RSE, for example, and from there to a content provider (e.g., an SDARS service operator), verified delivery of advertisements is achieved, which allows the content provider to obtain significant revenues from advertisers. In return for uploading the playback record from the vehicle to the RSE, a variety of incentives may be offered, such as (i) free or discounted satellite radio subscription; (ii) download credits for music or videos from an online store; (iii) reduced or free tolls on toll roads (e.g., RSE embedded in a toll collection plaza); (iv) premium audio or video content, (v) credit at an online store; and (vi) a special coupon code redeemable for merchandise.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of each of U.S. Provisional PatentApplication Nos. 61/979,369, filed on Apr. 14, 2014, and 61/988,304,filed on May 6, 2014, the disclosure of each of which is herebyincorporated herein by this reference.

TECHNICAL FIELD

The present invention relates to communications between vehicles,between vehicles and infrastructure, and between satellites andvehicles, and more particularly to, several scenarios, applications,systems and methods for using, and enhancing V2V communications byleveraging satellite radio technology.

BACKGROUND OF THE INVENTION

With the recent announcement by the USDOT's National Highway Traffic andSafety Administration that it intends to work on a regulatory proposalrequiring vehicle to vehicle (“V2V”) communications systems in all lightvehicles in some future year, the groundwork has been laid for anunprecedented government-mandated technology that has yet to beintroduced into the market.

V2V communications for safety leverages Dedicated Short RangeCommunications (“DSRC”) transceivers operating at 5.9 GHz to enable thedynamic wireless exchange of data between nearby vehicles. Suchcommunications offer the opportunity for significant safetyimprovements. By exchanging anonymous, vehicle-based data regarding (ata minimum) position, speed, and location. V2V communications enables agiven vehicle to, for example, (i) sense threats and hazards with a 360degree awareness of the position of other vehicles, and the threat orhazard they present; (ii) calculate risk; issue driver advisories orwarnings; and/or (iii) take pre-emptive actions to avoid and mitigatecrashes. At the heart of V2V communications is a basic application knownas the Here I Am data message. It is noted that this message is definedby the SAE J2735 standard. This SAE standard specifies a message set, aswell as data frames and data elements specifically for use byapplications intended to utilize the 5.9 GHz Dedicated Short RangeCommunications for Wireless Access in Vehicular Environments (DSRC/WAVE,referenced in this document simply as “DSRC”) communications systems.Although the scope of this standard is focused on DSRC, the message set,as well as its data frames and data elements, have been designed, to theextent possible, to also be of potential use for applications that maybe deployed in conjunction with other wireless communicationstechnologies. This standard therefore specifies the definitive messagestructure and provides sufficient background information to allowreaders to properly interpret the message definitions from the point ofview of an application developer implementing messages according to DSRCStandards.

It is noted that the Here I Am is message can be derived usingnon-vehicle-based technologies, such as GPS, for example, to identifythe location and speed of a vehicle, or may, for example, usevehicle-based sensor data, derive location and speed data from thevehicle's computer and then be combined with other data such aslatitude, longitude, or angle to produce a richer, more detailedsituational awareness of the position of other vehicles.

Because the Here I Am data message can be derived from ubiquitousnon-vehicle-based technologies (e.g., aftermarket devices), theIntelligent Transportation System (ITS) Program may, by implementingapplications on, or using, aftermarket devices, leverage an opportunityto accelerate V2V capability and deployment in the near-term and producesafety benefits through reduced crashes sooner than through OriginalEquipment Manufacturer (OEM) embedded systems only.

The V2V vision is that eventually, each vehicle on the roadway(inclusive of automobiles, trucks, buses, motor coaches, andmotorcycles) will be able to communicate with all other vehicles, andthat this rich set of data and inter-vehicle communications will supporta new generation of active safety applications and safety systems. Thisis illustrated, for example, in FIG. 1. According to the DOT, based onpresent vehicle crash statistics, fully penetrated V2V communicationscan enable active safety systems that can assist drivers in preventing80 percent of the crashes currently occurring on the roadway, therebyreducing fatalities and injuries that occur each year. V2V preventablecrashes obviously exclude single car crashes, and the effectiveness ofthe system to prevent crashes is directly related to the level of V2Vdeployment. For example, when V2V technology reaches 50% penetration ofthe vehicles on the road, the system could assist drivers equipped withthe technology in preventing 40% (0.5×80%) of crashes overall. Anexemplary in-vehicle warning display screen is shown in FIG. 2. As notedbelow, as V2V is implemented, many connected vehicles may containaftermarket devices to warn against potential crashes

Connected Vehicle Safety Pilot

The USDOT's ITS Program defined the Connected Vehicle Safety Pilot, asignificant test and evaluation effort for V2V technology. The SafetyPilot is designed to determine (i) the effectiveness of various safetyapplications in reducing crashes, and (ii) how real-world drivers willrespond to such safety applications, as a model for a nationaldeployment of V2V technology. In addition, the Safety Pilot is intendedto evaluate the feasibility, scalability, security and interoperabilityof DSRC technology. The Safety Pilot, with locations in Ann Arbor, Mich.and 5 other cities across the US, has been in operation since 2011 andnow includes more than 3000 cars, commercial trucks and transitvehicles, with 73 lane miles of roadway, 27 roadside equipmentinstallations and a variety of devices including integrated safetysystems, aftermarket safety systems and roadside equipment.

While V2V for safety is the key component of the USDOT's Vehicle toVehicle communications program, vehicles equipped with a V2V DSRCtransceiver may also benefit from Vehicle to Infrastructure (“V2I”)communications. While most of the Safety Pilot applications focus on V2Vfor safety, other V2I applications focus on mobility and environmentalapplications. Table 1 below captures various V2V and V2I applicationswhich provided input to drivers in the model deployment.

TABLE 1 Applications Providing Input To Drivers In The Safety PilotModel Safety Application Type Description Forward Collision Warning V2VA V2V application where alerts are presented to the driver in order tohelp (FCW) avoid or mitigate the severity of crashes into the rear endof other vehicles on the road. Forward crash warning responds to adirect and imminent threat ahead of the host vehicle. EmergencyElectronic V2V A V2V application where the driver is alerted to hardbraking in the traffic Brake Light (EEBL) stream ahead. This providesthe driver with additional time to look for, and assess, situationsdeveloping ahead. Intersection Movement V2V A V2V application wherealerts are given to drivers as they begin to accelerate Assist (IMA)from rest into, or across, another road, to help the driver avoidcrashes with crossing traffic. Blind Spot Warning V2V A V2V applicationwhere alerts are displayed to the driver that indicate the (BSW)/LaneChange presence of same-direction traffic in an adjacent lane (BlindSpot Warning), or Warning (LCW) alerts given to drivers during hostvehicle lane changes (Lane Change Warning) to help the driver avoidcrashes associated with potentially unsafe Do Not Pass Warning V2V A V2Vapplication where alerts are given to drivers to help avoid a head-oncrash resulting from passing maneuvers. Right Turn in Front V2V A V2Vapplication that alerts the driver of a transit vehicle if anothervehicle intends to make a right turn in front of it while the transitvehicle is stopped at a bus stop near an intersection. Left Turn AcrossPath/ V2V A V2V application where alerts are given to the driver as theyattempt an Opposite Direction (LTAP) unprotected left turn acrosstraffic, to help them avoid crashes with opposite direction traffic.Signal Phase and Timing V2I A set of V2I applications where intersectiontraffic signals broadcast the (SPaT) current state of signal phasing(red, yellow, or green) and time remaining in that phase. The SPaT datawould be used by the vehicle to achieve safety, mobility andenvironmental benefits. Curve Speed Warning V2I A V2I application wherealerts are provided to the driver who is approaching a (CSW) curve at aspeed that may be too high for comfortable or safe travel through thatcurve. Railroad Crossing Warning V2I A V2I application that alerts thedriver of approaching trains at railroad crossings without warningsignals or gates. Pedestrian Detection V2I A V2I application that alertsthe driver of turning transit vehicles if a pedestrian has pushed thecrosswalk button at an upcoming intersection, or a remote sensor systemdetects a pedestrian in the crosswalk at the intersection.

In January 2014, the Intelligent Transportation System's (ITS) JointProgram Office reported that data collection from the Safety Pilot hasexceeded expectations, and regular drivers have experienced benefitsfrom proven technology. Connectivity across various types and modes hasbeen demonstrated and additional data collection is planned.

Data from the Safety Pilot has been used to support the USDOT decisionto approve V2V communications.

V2V and V2I Technology Test Bed

The USDOT's Research and Innovative Technology Administration's JointProgram Office is fostering the development and future deployment of newconnectivity applications by making available a V2V and V2I TechnologyTest Bed which is available for device and application development. TheTest Bed with Roadside Equipment (RSE) is centered in the Michigancities of Novi, Farmington, Farmington Hills, and Livonia with expansioninto Southfield. Expansion Test Beds in California, Florida and New Yorkare also being made available to entities planning demonstrations at ITSWorld Congress. The current Test Bed provides a V2V and V2Icommunications system that others can utilize to test and demonstratetraveler services through applications which interface within the TestBed framework.

Test Bed applications may include, for example, (i) safety applications,which may provide advisories such as school zone, sharp ramp curve orslippery patch of roadway ahead, (ii) mobility applications, which mayhelp transportation managers monitor and manage transportation systemperformance, and (iii) environment applications, which may providetravelers with real-time information about congestion, optimum flowspeed for timing traffic signals and other information to help maketrips more fuel-efficient and eco-friendly.

Other support features provided by the V2V and V2I Technology Test Bedinclude Probe Data Services, Signal Phase and Timing Services, TollingTransaction Services, Onboard Electronics (OBE) applications andRoadside Equipment (RSE) applications. The next generation test bed willemphasize a common design architecture, interoperable components andshared back office services, working security processes andimplementation of a revised system architecture.

V2V Interoperability

Currently, nearly every automaker is developing some form of V2Vtechnology. To insure system interoperability, the USDOT has sponsoredthe ITS Connected Vehicle Workshop focused on V2V interoperability. Theproject addresses 5.9 GHz DSRC technical issues related tointeroperability, scalability, security and data integrity/reliability.The project provides inputs into the relevant standards development toensure a deployable standards-based system.

The USDOT has contracted the development of the vehicle onboardelectronics to the Vehicle Infrastructure Integration Consortium (VIIC),which was formed in early 2005 to engage in the design, testing andevaluation of a deployable VII system and is now primarily focused onthe deployment of the V2V system based on 5.9 GHz DSRC. The VIIC iscomprised of the nine automakers Chrysler, Toyota, BMW, Mercedes-Benz,GM, Nissan, Honda, Ford and VW.

The VIIC has proposed the software architecture shown in FIG. 3 for V2Vapplications. OEMs can develop a standalone V2V module which includesthe DSRC transceiver and V2V processor system as shown in FIG. 3, orlimit module the V2V module to the physical DSRC transceiver andleverage the applications processor contained in another systemcomponent, such as the SAT Radio Module (SRM), In-Vehicle Infotainment(IVI) Unit or Telematics Control Unit (TCU) to support the full V2Vapplications environment. Incorporating the V2V applicationssubstantially increases the scope of the V2V integration effort for theSRM, IVI or TCU while providing the maximum cost benefit.

Aftermarket Devices and Solutions

Since the effectiveness of the V2V system to prevent crashes is directlyrelated to the percentage of vehicles equipped with the technology, astrong interest exists to increase penetration of V2V vehicles at a ratefaster than new car deployments can provide. This can be done throughaftermarket devices. Aftermarket V2V equipment can, for example, enableowners of older vehicles to benefit from V2V safety technology whileincreasing the effectiveness of the overall system.

New Technologies—Leverage Satellite Radio

The V2V System allows for the integration of a wider array oftechnologies, and thus enables private industry to develop innovativetechnologies that may offer new or additional features. Thus, newconnected services applications may be created which can leverage V2Vand V2I connectivity.

There is thus a great opportunity, and a great need, for the use ofexisting satellite technologies in various aspects of V2V and V2Icommunications, for the integration of V2V and V2I communicationscapabilities in various SXM in-vehicle apparatuses, and for theimplementation of various functionalities and applications related tosuch use. The present invention addresses such synergies.

BRIEF DESCRIPTION OF THE DRAWINGS

General Figures:

FIG. 1 illustrates exemplary V2V communications on busy urban streets;

FIG. 2 illustrates an exemplary aftermarket device used to displaywarnings or other messages received via V2V communications;

FIG. 3 illustrates an exemplary VIIC vehicle software architecture;

Figures Relating to Coupon or Advertisement Distribution

FIG. 4 illustrates an exemplary vehicle approaching a roadway in thevicinity of various vendors and businesses according to an exemplarygeographically appropriate advertisement embodiment of the presentinvention;

FIG. 5 illustrates various types of in-vehicle equipment and thecorresponding ability to received geotagged messages according to anexemplary embodiment of the present invention;

FIG. 6 illustrates a high level view of an exemplary satellite/V2Vgeo-tagged message system according to an exemplary embodiment of thepresent invention;

FIG. 7 illustrates an example of a V2V capable vehicle interacting withtwo sets of Roadside Equipment according to an exemplary embodiment ofthe present invention;

FIG. 8 illustrates details of an exemplary system of Roadside Equipmentand associated target areas and trigger regions according to anexemplary embodiment of the present invention;

FIG. 9 illustrates an example of an in-vehicle processor managing storedoffers sent over V2V to a vehicle from Roadside Equipment according toan exemplary embodiment of the present invention;

FIG. 10 illustrates further details of interactions between targetregions, trigger regions and offer locations according to an exemplaryembodiment of the present invention;

FIG. 11 illustrates an exemplary geotagged message database, withexemplary message format, according to an exemplary embodiment of thepresent invention;

Figures Relating to Satellite/V2V Geotagged Messaging

FIG. 12 depicts an illustrative exemplary V2V pilot program initiated byVolvo;

FIG. 13 illustrates depicts a block diagram of an exemplary V2Vsatellite broadcast system according to an exemplary embodiment of thepresent invention;

FIG. 14 illustrates an exemplary geotagged message delivery systemaccording to an exemplary embodiment of the present invention;

FIG. 15 illustrates an exemplary on-board electronics system for use inthe exemplary system of either FIG. 13 or 14;

Figures Relating to Active and Passive Channel Voting and PreferenceProcessing

FIG. 16 illustrates an exemplary process for providing an Ordered Listof Channels, acquiring User Channel Preferences, Other Users' ChannelPreferences, generating a ranked list and sharing the processed UserChannel Preferences over a V2V communications path;

FIG. 17 illustrates a specific example of the process depicted in FIG.16, for a 5 channel list;

Figures Relating to A V2V Emergency Channel System

FIG. 18 illustrates an exemplary V2V Emergency Channel System accordingto an exemplary embodiment of the present invention;

Figures Relating to an Integrated Satellite Radio and V2V Antenna

FIG. 19A illustrates an exemplary integrated SAT Radio and V2V antennasystem, according to exemplary embodiments of the present invention; and

FIG. 19B illustrates an exemplary Head Unit, designed to receive signalsfrom the exemplary antenna system of FIG. 19A, according to exemplaryembodiments of the present invention.

SUMMARY OF THE INVENTION

Various applications, systems and methods for using, and enhancing V2Vcommunications for various purposes are described. These systems andmethods may leverage, augment or enhance, or involve synergies with,SDARS functionality and services in combination with V2V and/or V2Icommunications.

One such synergistic use involves coupon and advertisement distribution.Accordingly, systems and methods are presented where V2V-enabledvehicles can receive advertisements or offers from RSEs, or even otherV2V enabled vehicles, in a defined Target Region, which may then beplayed to a user in-vehicle once a given Trigger Region has beenentered. By logging all advertisements or offers played to a user andsending the log to an RSE, for example, and from there to a contentprovider (e.g., an SDARS service operator), verified delivery ofadvertisements is achieved, which allows the content provider to obtainsignificant revenues from advertisers. In return for uploading theplayback record from the vehicle to the RSE, a variety of incentives maybe offered, such as (i) free or discounted satellite radio subscription;(ii) download credits for music or videos from an online store; (iii)reduced or free tolls on toll roads (e.g., RSE embedded in a tollcollection plaza); (iv) premium audio or video content, (v) credit at anonline store; and (vi) a special coupon code redeemable for merchandise.

In some exemplary embodiments, a wide area satellite broadcast systemmay be integrated with V2V and/or V2I communications to disseminateinformation to vehicles operating in a specified region. In otherembodiments, RSEs may be positioned in areas so as to repetitivelyrebroadcast over the V2V channel either static or slowly changingmessages to vehicles passing by the RSE in a given direction, such as“reduce speed, blind curve ahead”. Such RSEs may, for example, beequipped with a satellite receiver, and may or may not have backhaulcapability. In still other exemplary embodiments, V2V enabled vehicleswith embedded sensors can be used to share sensory information which canthen be processed to determine the location of “events of interest.”These events can then be avoided by drivers with V2V technology andtargeted for appropriate action by emergency responders such as police,fire departments, etc. For example, V2V-enabled vehicles that includeacoustic sensors (i.e. microphones) can be used to create a low-costacoustic sensor network for the purposes of locating the source ofgunfire and using that information to enhance public safety. Finally,V2V-enabled vehicles can receive, advertisements/offers from RSEs oreven other V2V enabled vehicles in a defined Target Region, which maythen be played to a user in-vehicle once a given Trigger region has beenentered. By logging all advertisements/offers played to user and sendingthe log to an RSE, for example, and from there to the content provider(e.g., SDARS service operator), verified delivery of advertisements isachieved, which allows the content provider to obtain significantrevenues from advertisers. Various other applications and uses aredetailed.

In other exemplary embodiments, systems and methods are presented foractive and passive channel voting on received broadcast content, suchas, but not limited to, a satellite digital radio broadcast or the like.In such embodiments, a vehicle radio may be provided with the ability topassively vote on channels (e.g., by measuring listening time), or havea user/listener actively rate songs and channels through a UI, sharethose ratings, and then use the collective votes of a crowd or set oflisteners to guide selection of channels and songs based on theirrelative popularity with people having similar musical tastes. In someembodiments, a radio or receiver with at least (a) a method of receivingand playing a plurality of uniquely identifiable stations or channels(such as, for example, one or more SDARS channels) and (b) a processorwhich can keep track of the channels that a user selects, may be used toimplement (i) methods for transmitting the listening history, or asummarized listening history, to similarly equipped radios or receivers,(ii) the ability to receive and store the listening history and/orratings from other radios or receivers, and (iii) summing or averagingthe listening history of all (or some relevant defined fraction of)other radios or receivers and presenting the resulting weighted list toa user. Methods for maintaining anonymity in V2V communications are alsopresented.

In yet other embodiments of the present invention, systems and methodsto take advantage of the space diversity of neighboring SDARS vehiclesto cooperatively improve the effective SDARS signal reception andQuality of Service (“QoS”) of all vehicles within neighboring groups ofvehicles are presented. The transmission of particular SDARS audiopackets by V2V from one SDARS-V2V vehicle to another neighboringSDARS-V2V vehicle that reported the audio packets as lost (e.g. due toundetected packets or unrecoverable packets due to detected bit errors)can thus be accomplished. The receiving SDARS-V2V vehicle can requestthe audio packets sufficiently ahead of the time the audio packet is tobe decoded and played to the user as part of an overall stream ofpackets that could represent a radio channel or particular track of aradio channel. Each requested and received “replacement” audio packetcan be substituted for the missing audio packet. An overall stream ofaudio packets then consists of (i) some packets successfully receivedthrough the same vehicle's SDARS antenna and receiver, and (ii) otheraudio packets received by way of V2V from the SDARS antenna and receiverof other neighboring vehicles. The end result is the play of error freeand dropout free audio to the end user by including the audio packetsrequested and received from neighboring SDARS-V2V vehicles. In addition,a method of combining SDARS and V2V communication systems to alsoprovide gains from time diversity (gains relative to an SDARS-onlysystem) is presented.

Additionally, embodiments directed to methods of warning a driver of avehicle of an emergency or public safety vehicle approaching itsvicinity are presented. Such methods include receiving an alert messagecommunicated over the V2V network indicating that another vehicle hasinitiated that alert, processing the message to identify the locationand relative direction of the initiating vehicle; and producing avirtual audio alert sound within the vehicle that is suggestive of aphysical alert sound such as a siren, horn, railroad crossing alert, orpolice action announcement. The virtual audio alert may be a siren soundin a receiving vehicle corresponding to an alert generated by anemergency vehicle, a train horn sound in a receiving vehiclecorresponding to an alert generated by a train, or a car horn sound in areceiving vehicle corresponding to an alert generated by a car, forexample. In some embodiments the pitch of the virtual alert can, forexample, mimic the Doppler effect produced by a real siren orhorn—approaching or receding at the actual relative velocities of thereceiving vehicle and the vehicle producing the alert.

Other exemplary embodiments of the present invention are described whereV2V enabled vehicles with embedded sensors can be used to share sensoryinformation which can then be processed to determine the location of“events of interest.” These events can then be avoided by drivers withV2V technology and targeted for appropriate action by emergencyresponders such as police, fire departments, etc. For example,V2V-enabled vehicles that include acoustic sensors (i.e. microphones)can be used to create a low-cost acoustic sensor network for thepurposes of locating the source of gunfire and using that information toenhance public safety.

Finally, a satellite radio and V2V antenna system may be integrated. Anexample of such an integrated SAT Radio and V2V antenna system is thuspresented. Such an integrated antenna may be used in connection with anyof the above described embodiments. Such an exemplary antenna system mayinclude multiple passive antenna elements to support frequency bandsused by the antenna system. For example, an antenna element can be tunedto receive satellite radio transmissions in the 2.3 GHz frequency bandand may thus be connected to a satellite receiver. The satellitereceiver can process RF signals received from the antenna and outputbaseband digital signals to a baseband processor. Similarly, anotherantenna element may be tuned to the 5.9 GHz frequency band to transmitand receive V2V signals and may be connected to a V2V Transceiver. TheV2V transceiver may contain both a receiver portion to process the V2Vsignals received from the antenna element and a transmitter portioncoupled to the same antenna element for transmitting V2V signals. TheV2V Transceiver may also be connected to the baseband processor, whichreceives baseband digital signals from the receiver portion of V2VTransceiver and sends baseband digital signals to the transmitterportion.

DETAILED DESCRIPTION OF THE INVENTION

In what follows, several scenarios, applications, systems and methodsfor using, and enhancing V2V communications (including V2Icommunications) for various purposes are described. These applications,systems and methods leverage various aspects of the satellite radiotechnology in various synergies and interoperations.

I. Exemplary Systems and Methods for Anonymously Distributing Coupons orAdvertisements to Geographically Targeted Customers Using a HybridSatellite/2V Network

A. Background:

The success of social media sites such, for example, as Groupon,LivingSocial, Yipit, ScoutMob, Facebook and others indicates thatconsumers are willing to share some information about themselves (suchas, for example, an email address), as well as accept targetedadvertising, in exchange for offers of discounted goods and services, orother opportunities, provided by such sites. For advertisers, thesesites thus represent an opportunity to reach nearby consumers with time,volume-limited or otherwise restricted offers in a more cost-effectivemanner than using web or newspaper advertising.

For many people, however, the loss of privacy involved in giving uptheir email address, and perhaps their name and address as well,outweighs the benefits of the available discounts.

One possible solution is a satellite broadcast of “offers” to users ofsatellite radio devices in which the offers contain text messages,images, and/or audio clips, which may stand alone (e.g, anadvertisement) or be sent along with a coupon code. Since the broadcastwould reach all satellite radio users, it would not require the users toprovide any personal information. However, this approach has severalsignificant drawbacks, such as:

-   -   1. The broadcast offers would need to be repeated multiple times        to ensure that all users had received them and had not missed        them because their satellite radios were turned off or in a        no-signal condition;    -   2. Because of the wide distribution of satellite radio signals,        offers relating to local establishments would be distributed to        radios all across the country, including radios that would have        no reasonable opportunity to take advantage of them; and    -   3. Not all satellite radios have location awareness; therefore        users would need to sort through hundreds or thousands of offers        to find ones that applied to geographically nearby        establishments.

Another possible solution involves the use of a set of locally-storedoffers in a V2I capable piece of Road Side Equipment (RSE). As vehiclesenter communication range of the RSE, in addition to required safetyinformation, the RSE could transmit any offers for goods or services forestablishments in some defined surrounding area (or in the direction oftravel). Vehicles could then (at the driver's option) display availableoffers for various categories of goods and services (such as food,hotels, gasoline, shopping, etc.) without divulging any personalinformation.

However, a major drawback of this approach is the cost of distributingand updating the database of locally-tailored offers to each piece orinstallation of roadside equipment.

Accordingly, in exemplary embodiments of the present invention, theproblems of satellite-only and V2V-only solutions, as well as existingsocial networking coupon distribution systems that rely on email, can besolved by making use of a hybrid V2V-Satellite broadcast solution.

In a preferred embodiment, a central location collects offers frommerchants and advertisers. The offers include at least one locationwhere the offer is valid, and at least one of the following additionalelements: text, an image, and an audio clip, along with a desired targetgeographic region of interest in which the advertiser or merchant wishesto distribute the offer. For large attractions (e.g., theme parks orvacation resorts) the geographic distribution region can be quite largeor even national. For other establishments (such as, for example, hairsalons or neighborhood flower shops) the geographic distribution couldbe a region within walking distance. In exemplary embodiments of thepresent invention, the central location transmits the offers over asatellite to V2I connected Road Side Equipment within the targetgeographic region of interest. The offers are then stored and thenretransmitted to V2V-capable vehicles that enter the communication rangeof the RSE. For large regions of interest many RSE's may receive, storeand retransmit the offers, while, for extremely local offers, only asingle RSE may receive and retransmit the offers to vehicles passingthrough their communication range. A central “offer collection agency”,or any entity set up to manage this form of advertising, can collectfees for distributing the offers or advertising. It is noted that Thelocation in which the offer is valid may be different than the targetedregion of interest. For example, a Florida theme park or resort couldtarget inhabitants only of a northern state or city (=region ofinterest) with an advertisement or a special offer redeemable at theFlorida location (=offer validity region). This may be particularlysuccessful right after a snowstorm or cold spell. Such a technique canbe extended to distributing geographically targeted advertisementswithout coupons or special offers.

FIGS. 4-6 illustrate various aspects of this technology. With referencethereto, FIG. 4 illustrates an exemplary V2V equipped vehicle 415approaching a roadway in the vicinity of various vendors and businessesaccording to an exemplary embodiment of the present invention. These caninclude a food vendor 425, a motel 430, a gas station 435 (that does notadvertise or make a V2V offer), and another gas station 440 (that doesprovide incentives over V2V). The roadway is within a communicationrange of RSE 420. RSE 420, for example a traffic light, communicateswith vehicle 415, as well as satellite 410. Satellite 410 can receiveoffers from uplink station 405, such as, for example, an SDARSstudio/programming facility, and send offers relevant to a particularregion around one or more RSEs 420. As shown in FIG. 4, businesses canoffer time-limited deals to nearby consumers, such as hotel/motel 430looking to fill vacancies offering, for example, “Last minute bookingrate of $29 per night.” Similarly, restaurant 425 can offer “10% off hotdog” and include its address. Finally, as shown, gas station 440 can useV2V delivered incentives to capture additional market share from nearbybusiness 435, which does not advertise.

FIG. 5 illustrates various types of in-vehicle equipment and theircorresponding abilities to received geo-tagged messages according toexemplary embodiments of the present invention. These include, forexample, a satellite receiver equipped vehicle without V2V capability510, a V2V equipped vehicle (without satellite receive capability) 520,and a V2V equipped vehicle with satellite receiver capability 530.Satellite module without V2V capability 510 can only receive satellitetransmissions when turned on, in good coverage. Location determinationis here optional, only for vehicles with NAV capability. V2V module 520can only receive/transmit in a local area or (optionally) over cellularnetworks at high costs. V2V module with satellite receive capability 530can store satellite messages (images, text, audio clips) with associatedgeo-tags, and can display these messages (which may include specialoffers of coupons in addition to paid advertising, which could partiallyor completely offset the cost of the roadside equipment). FIG. 5provides block diagrams of each of the three exemplary vehicle modules,as shown. Thus, module 510 is missing the V2V/V2I Rx/Tx sub-module, andalso shows GPS Rx ghosted, as in 510 it is only optional, as noted. Asto all other sub-modules, (Satellite Module Rx, Data Storage Capability,Processor, and User Interface) the three examples are identical.

FIG. 6 illustrates an exemplary satellite/V2V geo-tagged message systemaccording to an exemplary embodiment of the present invention, and howvarious vehicle types as shown in FIG. 5 interact with it. Withreference to FIG. 6, there is seen satellite uplink facility 605;satellite 610 and roadside equipment 620 which is inside a geographicreason of interest. RSE 620 has satellite receive capability, and canthus receive, store messages, and retransmit them to vehicles enteringthe region of interest. Continuing with reference to FIG. 6, the regionof interest is here drawn as a ellipse surrounding RSE 620. FIG. 6 alsodepicts a number of vehicles equipped with V2V communicationscapability, and with or without satellite transmission receivercapability, approaching and interacting with satellite 610 and RSE 620,such as vehicles 625, 630 and 650. With reference thereto, at 625 thereis shown a V2V equipped vehicle with satellite receiver capability. Thevehicle may, for example, thus receive a geotagged message directly fromsatellite 610 when the vehicle is not within the geographic region ofinterest surrounding RSE 620. At 630 is shown (in red) another vehicle,here a V2V equipped vehicle with satellite receiver capability thattravels to position 635 (dotted red line indicates the path traveled).It is noted that at position 630, the V2V equipped vehicle withsatellite receive capability may have its radio turned off, or thevehicle may be stored in a garage—and thus not have satellite receivercapability—at the time a geotagged message is broadcast from satellite610. However, as noted, because vehicle 630 then moves to position 635where it is within the range of RSE 620 and its region of interest, itcan receive the stored messages (e.g., advertisements or coupons) fromRSE 620 that were broadcast from satellite 610, but which it did notreceive when it was at position 630. Thus, with both satellite and V2Vtechnology, a vehicle has a backup, or redundant signal, system toinsure reception of ads.

Also shown at 650 is a V2V equipped vehicle without satellite receivecapability. This vehicle is just within the region of interestsurrounding roadside equipment 620 and therefore can directly receivethe stored messages that satellite 610 had transmitted to roadsideequipment 620. Thus, as shown in FIG. 6 both V2V equipped vehicles withand without satellite receive capability can receive messages sent overa satellite either directly, as in the case of vehicle 625, orindirectly, as in the case of vehicles 635 and 650, from roadsideequipment that has also received the message. Thus, by utilizing ahybrid satellite V2V system, the reach of satellite radio can extend farbeyond its set of subscribers.

It is noted that, for example, audio coupons or other audioadvertisements delivered to an exemplary vehicle can be played over theradio to a driver in a seamless manner by leveraging existingadvertisement insertion techniques, such as, for example, thosedescribed in U.S. Pat. No. 8,544,038, entitled “System for insertion oflocally cached information into a received broadcast stream”, or, forexample, U.S. Pat. No. 7,822,381 entitled “System for audio broadcastchannel remapping and rebranding using content insertion”, both of whichare incorporated herein by reference. In exemplary embodiments of thepresent invention, audio advertisements may be assigned to broadcategories, such as, for example, “Restaurants”, “Merchandise”,“Entertainment”, “Automotive”, etc., and/or to narrow categories such as“Tire Specials”, “Dog Services”, “Landscaping Services”, etc. to enablesatellite radio premium users—for whom advertisements are normallyblocked—to selectively enable specific types of advertisements. In suchembodiments, non-premium users would not have this option and the systemwould determine which ads are played out to them. The system forinserting the audio advertisements could be applied to all sources ofaudio played in the vehicle, including satellite broadcasts, AM/FMbroadcasts, IP audio streaming from either an embedded modem or atethered modem, content from a CD or content from an MP3 player, forexample. This is thus another example where satellite originated adsextend to areas far beyond just the satellite radio programing.

In exemplary embodiments of the present invention, delivery of couponsor audio advertisements can, for example, use the V2V communicationsystem to confirm delivery of the content to the vehicle and/or toconfirm that the content has been played out or otherwise communicatedto the driver. For example, once a local or national audio advertisementhas been received by a vehicle radio system and is stored in the radiobuffer, the radio system could then transmit to a RSE a “confirmation ofreception” message which may include an identifier for the associatedadvertisement. Once the audio advertisement has been played out, theradio system may, for example, transmit a confirmation message to a RSEindicating that the advertisement has been delivered. Additionalinformation could be contained within the confirmation message, such as,for example, whether (i) the advertisement was played in full, orwhether (ii) the driver changed the channel, or (iii) turned off theradio before completion. A central location can then collect theconfirmation data from various RSEs and provide the delivery data toadvertisers. An exemplary hybrid V2V-Satellite broadcast system couldthen set rates for advertising based on the delivery statistics capturedfrom the V2V system, which would provide much greater accuracy andfeedback to advertisers.

B. Additional Description; Alternate Approaches:

In exemplary embodiments of the present invention, an offer oradvertisement may be preferentially broadcast over a satellite link toRoad Side Equipment so as to avoid the bandwidth cost of transmittingthe offer/advertisement to each individual RSE over an IP communicationschannel (which could get costly). In an alternative implementation theoffers could be transmitted over an IP link from the central location toeach RSE in the Target Region, or in still further embodiments, in somemanaged combination of both satellite and IP channels.

For example, in an alternate implementation intended to save both (i)power at the RSE as well as (ii) IP bandwidth, a short message can besent over an IP connection or a wireless connection (e.g. Short MessageService or SMS) instructing the RSE to power up a satellite receiver,and then the advertisement/offer can, for example, be broadcast over thesatellite link and received and stored by the RSE within the TargetRegion.

C. Target Region Definition Methods

In one implementation, for example, a Target Region may be explicitlydefined and associated with an advertisement/offer. The RSE would thendetermine if it is located within the Target Region by comparing itsknown location to the explicitly defined Target Region (as describedbelow). In another implementation, for example, the central location candefine the Target Region implicitly by listing specific RSEs which areto receive the offer/advertisement. In such an implicit implementationthere can be at least two methods of defining the list of RSEs. Theseinclude: (i) a list of RSE identifiers can be attached to theoffer/advertisement and RSEs can store the offer/advertisements thathave their identification attached to the offer/advertisement, or (ii)the central location may send each RSE in the implicit Target Region aunique advertisement or offer identification (the “Offer ID”) in a shortmessage (e.g. over SMS or IP connection) and the RSEs that received theOffer ID would store that particular offer when it was transmitted overthe satellite.

D. Exemplary Tags Included with or Associated with theAdvertisement/Offer

In exemplary embodiments of the present invention, anoffer/advertisement can include one or more of the following exemplarytags to narrow or widen the audience and to limit (or not) the times,channels, locations etc. at which the offer is presented to the user.

1. Target Region

This tag specifies a geographic region within which an RSE will storethe advertisement for transmission over V2V to passing vehicles. TheTarget Region may be a single continuous geographic region, and may, forexample, be defined by a center coordinate and a radius, or multiplecenters and radii, thus defining a circular, or elliptical, TargetRegion. Or, for example, the Target Region may be defined as a polygonwith defined coordinates for vertices and the edges between thosevertices defining the boundary of the Target Region, such as a square,rectangle, etc.

In exemplary embodiments of the present invention, the Target Region maybe defined with reference to a navigation or other similar databasestored in the RSE. In such exemplary embodiments, using the database,the Target Region may be defined using street names, city names,neighborhoods, state, county, congressional district or countryboundaries, or other database indices.

Alternatively, the Target Region may be a compound region made up of twoor more Regions defined using any of the methods described above.Finally, the Target Region may be defined implicitly by a centrallocation by creating a list of specific RSEs which have theoffer/advertisement loaded.

2. Trigger Region:

This tag specifies a geographic region within which any storedadvertisements will be played or displayed to the user (i.e., thedriver, or in an alternative implementation, to passengers within thevehicle).

In exemplary embodiments of the present invention, a specificadvertisement or offer may be triggered within a single trigger region,or, for example, a specific advertisement or offer may be triggered inseveral distinct, overlapping or non-overlapping, trigger regions. Forexample, the trigger region could be defined as “within 0.5 miles ofevery business location belonging to a particular chain (or otheraffiliation) within the Target Region”.

In some embodiments, the Trigger Region may be identical to the TargetRegion, or one or more Trigger Regions may be contained within theTarget Region. Or, for example, the Trigger Region or Regions may bepartially within the Target Region and partially outside of the TargetRegion, or even fully outside of the Target Region. Various combinationsare all possible, and all are understood as being within the scope ofthe invention.

In exemplary embodiments of the present invention, the Trigger Region,or any portion of the Trigger region, may be direction-specific, suchas, for example, dependent on the direction of vehicle travel. Thus, forexample, vehicles travelling North on ABC Street between 5^(th) avenueand 9^(th) Avenue could be targeted, while vehicles travelling South inthe same region, on the same street, could be ignored or targeted with adifferent advertisement/offer. This can be particularly useful when amain street has a divide, or greenbelt, making only one side of thestreet accessible to a particular direction of travel.

In exemplary embodiments of the present invention, Trigger Region(s) maybe defined in the same or similar manner to Target Regions, as describedabove, with the exception of implicit definition by set of RSEs havingthe offer or advertisement.

3. Unique Advertisement or Offer Identification Number (Offer ID)

This tag can be used to prevent the same piece of content from beingloaded and stored from more than one RSE operating in the samegeographic region (Target Region). Thus, in exemplary embodiments of thepresent invention, a vehicle can examine the Offer ID (“OID”) beforedeciding whether or not to store the offer transmitted by the RSE. Ifthe OID matches the OID of an offer that is already stored, the messagecan be ignored.

4. Validity Period:

This tag specifies a time period during which the RSE may transmit thestored advertisement or offer to passing vehicles. For example, avalidity period may be a date, or a range of dates, (start and stop), oran explicit set of dates, or for example, a specific time of day (e.g.from 10 AM to 2 PM). In exemplary embodiments of the present invention,a validity period may have an associated recurrence (e.g. every day from4 PM to 6 PM, or every Saturday).

In a preferred implementation, the central location can update theValidity Period of a given advertisement/offer using a short messagetransmitted over IP wireless, or satellite link, without retransmittingthe entire offer.

5. Playback Audio Source Target:

This tag specifies the audio source or sources which may haveoffers/advertisements inserted. For example, the audio source may be“all audio content” so that the message is played back regardless of theaudio source. It is noted that this may be suited for emergency andsafety alerts such as amber alerts, etc. Or, for example, the audiosource may be one or more specific satellite radio channels, or genres,so that advertisers can target listeners of a specific channel or set ofchannels where the set of channels may: (i) all be in the same categoryor genre, (ii) may be a set of the most popular channels regardless ofgenre, (iii) may be an arbitrary set of channels chosen from severaldifferent genres, or (iv) may be during playback of specific contentwhether stored or live (e.g only during the Howard Stern show, onlyduring St. Louis Cardinals games, etc.).

In some embodiments, the audio source may be “all satellite radiochannels”, or may be terrestrial radio such as AM or FM (e.g. carrying amessage that says: “why not try satellite radio”). Finally, the audiosource may be restricted to locally stored content or CDs, or variouscombinations of the above.

6. Playback Validity Period:

This tag defines the date, or date range during which theoffer/advertisement may be played or displayed to users.

7. Maximum Playback Count:

This denotes the maximum number of times that a singleoffer/advertisement may be played or displayed before being deleted.This may be, for example, one time, many times, or unlimited times, or,for example, a function of user listening, geographical location, orother trigger variables.

8. Playback Frequency:

This refers to the target time between subsequent playback for aparticular offer/advertisement. This could be, for example, “daily”,“hourly”, every N minutes, weekly, or never (i.e., play only once andnever play again). Moreover, there could be some fixed maximum defaultfrequency (e.g. once every 10 minutes) to prevent the same offer beingrepeated too frequently if a vehicle stays within the trigger region fora long time, such as, for example, if the trigger region is large.

9. Playback Time:

This tag indicates the period of time during which theadvertisement/offer should be played or displayed. In exemplaryembodiments of the present invention, playback time may be “any time”,in which case the offer playback or display would be triggered wheneverthe vehicle enters the Trigger zone. Alternatively, for example,playback time could be limited to one time of day (e.g. 5 PM to 8 PM),or to several distinct time periods. Examples include (i) food offersthat may be targeted at 6:00 to 9:00 AM, 11:30 AM to 1:30 PM, and 6:00PM to 8:00 PM under the assumption that playing an ad for a food offermay not produce results at, say, 3:00 PM or 2:00 AM, or (ii) specialads/offers for 24 hour establishments, which, on the other hand, may betargeted at odd hours such as 11 PM to 4 AM when drivers may beinterested in finding a nearby place that is still open.

10. Target Vehicle Size:

Additional conditions can be applied to vehicles so thatoffer/advertisements are not downloaded to vehicles unless they fallwithin certain vehicle size limits Offers/advertisements could be aimedat vehicles above a certain size (e.g. trucks) or below a certain size(e.g. compact vehicles or motorcycles) or for example, at all vehiclesizes.

11. Target Vehicle Speed:

Depending on the speed of the vehicle and the bandwidth available fordownloading the offer/advertisement, it may not be possible to downloadcertain advertisements/offers while the vehicle is within communicationrange. In exemplary embodiments of the present invention, it may bepossible to have both a shorter and a longer version of anadvertisement, with the shorter version transmitted to vehicles that aremoving faster. As one example, if one uses 300 meters as the distanceover which communication between the V2V-capable vehicle and the RSEtakes place, at a speed of 65 mph (“high way speed”) the vehicle willremain in contact for about 10.3 seconds, while at a speed of 20 mphthere would be over 33 seconds of contact time. This concept can besimilarly extended to various vehicle and download speeds.

12. Target Vehicle Direction:

In exemplary embodiments of the present invention, certainadvertisements/offers may be transmitted only for vehicles heading inspecific directions (for example entering the on-ramp of a high-wayrather than leaving the highway, or vice versa). Rather than restrictthe Trigger Region to a single region, as noted above, in exemplaryembodiments of the present invention, a tag can instruct the RSE todownload the offer to vehicles only if they are heading in a particulardirection, or for example, combine the two restrictions in various ways.

13. Target Vehicle Playback Devices:

In exemplary embodiments of the present invention, certainoffers/advertisements could be restricted for display and/or playbackonly via devices within targeted vehicles not normally operated by thedriver while driving, such as, for example, mobile devices locallyconnected to the vehicle's infotainment/connectivity system that areused by vehicle passengers (e.g. paired, Bluetooth connected, or dockedsmartphones). Such restrictions can be imposed by the receiving vehiclesystem, e.g., imposed by the vehicle manufacturer or by a userpreference settings, and/or imposed by metadata accompanying theoffer/advertisement or any combination of these.

E. Alternative Forms of Compensation for Listening to (or Displaying)Advertisements Delivered Via Satellite/V2V Synergies

In exemplary embodiments of the present invention, in return foruploading the playback record from the vehicle to the RSE, a variety ofincentives may be offered, such as, for example, one or more of: (i)free or discounted satellite radio subscription; (ii) download creditsfor music or videos from an online store; (iii) reduced or free tolls ontoll roads (particularly where the roadside equipment is embedded in atoll collection plaza); (iv) premium audio or video content, such as,for example, bonus songs, or television programs; (v) credit at anonline store; and (vi) a special code (coupon code) redeemable formerchandise.

In exemplary embodiments of the present invention, larger rewards couldbe offered in return for more personal information, such as, forexample, the automobile's VIN, user's email address, or otherinformation that would tie listening preferences to a particularindividual or at least a shared vehicle.

In a preferred implementation, the value of the incentive or reward maybe tied to the number and duration of advertisements that were listenedto (e.g. the size of the playback history). In such an implementation,for example, upon successful transmission of the playback record to RSE,the playback log would be cleared to prevent receiving multiple rewardsfor listening to the same advertisement or offer.

F. Exemplary Scenarios

FIGS. 7-11 illustrate further details of this technology, and variousexemplary scenarios of vehicles interacting with RSEs. With referencethereto, FIG. 7 depicts an exemplary V2V capable vehicle interactingwith two roadside equipment installations, RSE1 755 and RSE2 750. Theexemplary vehicle is shown as it travels from RSE1 755, along a roadway,and then to RSE2 750. At Step 1 (labelled “1” in FIG. 7), the V2Vcapable vehicle entering the communication range of RSE 1 755 triggersRSE1 755 to wake up and send stored offers to the vehicle over the V2Vlink. The V2V capable vehicle is provided with satellite receivercapability, as shown at 730. As the V2V-equipped vehicle crosses thecountry, for example, listening to a variety of audio sources(including, but not limited to, AM, FM, Satellite Radio, IP streaming,locally stored MP3 or other compressed audio, CD, SACD, DVD Audio,etc.), locally relevant offers or advertisements can be constantlyloaded via an V2I connection with a nearby RSE, and the playback log forthe loaded content can be returned from the vehicle to the RSE, where itmay be retrieved, for example, over an IP connection from the RSE. In analternative implementation the playback log can be transmitted directlyfrom the vehicle over a wireless network other than V2V (such as LTE, ora WiFi connection, etc.). As in the V2V implementation, when the vehicleis outside of coverage range, the log is stored and when the vehicleenters a coverage region the playback log is transmitted to the RSE, andfrom there to a central location—Central Offer Consolidation Location710—where all advertising statistics can be analyzed. (Central Location710 is an example of the general “central location” used in thistechnology, referred to and described above.) The capturing of such aplayback log is critical to obtaining premium advertisement rates, as itproves actual number of times an advertisement was played to an actualuser, and also in which program, channel, etc., it was played, andwhether a user listened all the way through.

It is noted that Roadside Equipment RSE1 has stored “offers”(advertisements etc.). A logical diagram of its component elements isprovided at 720. It has a Satellite Module that may be powered on at alltimes, or that may be normally turned off and only powered when an IPmessage indicates that new offers are being transmitted over thesatellite link. Thus, a wake-up signal may be sent to a Power ControlUnit (1 of 3 being shown), and there may also be provided a Constant LowPower to V2V Rx Unit, Satellite Rx, and an IP connection (Rx). As shownin FIG. 7, Switched Power can be, for example, enabled when (1) theSatellite module detects a message relevant to RSE, or when (2) the V2VReceiver V2V Rx detects a Basic Safety Message (V2V traffic), or when(3) incoming IP traffic is detected.

In exemplary embodiments of the present invention, the location of anRSE may be pre-programmed into the RSE unit, since it is fixed ratherthan mobile, or alternatively, a low-cost GPS unit (shown as GPS Rxwithin diagram 720) may be included so that the RSE can be easilyinstalled and relocated without complicated or time-consuming set-up, aswell as so as to reduce the chances of operator error.

The IP connection between the RSE and a Central Offer ConsolidationLocation 810 may be, for example, a wireless connection (e.g. LTE,WiFi), or a hardwired connection (phone line, Ethernet etc.). CentralOffer Consolidation Location can, for example, trigger the RSE to enableSatellite Receiver, upload offers through satellite, and periodicallycollect playback logs from the RSE (or vehicles) over an IP connection.

Continuing with reference to FIG. 7, at Step 2, labelled “2” in FIG. 7,the example V2V capable vehicle with a stored offer enters the “TriggerRegion” 760 along the roadway. This fact can be determined by thein-vehicle Processor (whose details are shown at 730) comparing theoffer target coordinates with the then extant vehicle GPS coordinates.The processor can thus insert the stored offer (or advertisement) intothe audio stream and display it on a User Interface, or optionallytrigger the display of the offer (advertisement) on a “Brought InDevice”—which can be, for example, a smartphone or tablet that islinked, docked or paired to the vehicle and is acting as a secondarydisplay primarily for use by passengers.

Finally, at Step 3 in FIG. 7, the V2V capable vehicle enters thecommunication range of RSE 2, which wakes up when it receives a BSMmessage from the vehicle. Additional offers may be then transmitted fromRSE 2 to the vehicle, and also, in return for some benefit (e.g.,reduced toll, additional discounts, free song or video download, etc.)the playback log can be transmitted to RSE 2.

FIG. 8 depicts six exemplary RSEs, as well as a Target Region and aTrigger Region, in an exemplary layout according to one exemplaryembodiment of the present invention. The Target Region has a center at855, and includes four RSEs within it. Thus, RSE 850 is 1 of 4 locationsof Roadside Equipment within the Target Region, along with well RSE (2)845, RSE (3) 860, and RSE (4) 865. The Edge of Target Region 853, inthis example, is defined by a distance from center 855, but in otherembodiments could be defined by, for example, a polygon with vertexcoordinates, an ellipse, or streets in a navigation database, etc., asdescribed above. Each of the four RSEs within the Target Region have acircular region drawn around them which indicates the range of V2Icommunications links from them. Road Network 863, shown as a shadowedlight grey background element, for example, is shown passing through theTarget Region, in four segments passing within one of the four RSElocations within the Target Region.

Additionally, Roadside Equipment locations RSE (5) 837 and RSE (6) 815,shown to the right of the Target Region, can receive messages fromvehicles entering their communications range that may indicate one ormore of the following: (i) IDs of any and all advertisements that wereplayed; (ii) what audio source was interrupted to play theadvertisements; (iii) when the advertisement was played, (iv) where thevehicle was at the time it was played; (v) if the vehicle stopped nearone of the “offer locations” associated with the advertisement after theadvertisement was played; and (vi) the location of the vehicle when theadvertisement or offer was received, such as for example, near RSE 1, 2,3, or 4. RSEs (5) 837 and (6) 815, are also shown with their respectivecircular communications ranges 840, and a similar circular region aroundRSE (6) (not index numbered).

Further, there is shown in red a Trigger Region, the small circle to thelower right of the Target Region, with center 823 and edge 810. ATrigger Region is the geographical area in which a receivedadvertisement or offer is actually played to a user in a vehicle. TheEdge of Trigger Region 810 (shown here as a circle entirely outside ofthe Target Region) may be, for example, (a) inside of, (b) outside of,or (c) partially within and partially outside of, the Target Region, invarious exemplary embodiments. In one implementation, a Trigger Regionmay be coincident with the Target Region so that as soon as anadvertisement or offer is received it can be immediately triggered.Trigger Regions, like Target Regions, may be defined in a variety ofways, and may also be dependent on a vehicle's speed and heading inaddition to location—for example, for faster moving vehicles the triggerregion may be larger, and for slower moving vehicles the trigger regionmay be smaller. RSE (5) is 837 outside of Trigger Region 823 near OfferLocation B 825, and, as noted, has its center at 840, which itself isthe range of V2I communications link from RSE 5. Similarly, RSE (6) 815is provided near Offer Location C 820, also outside the Trigger Region.Offer Location A 835 is also shown.

FIG. 9 depicts an exemplary system implementing the various technologiesand applications described above, regarding reception of advertisementsin vehicles from roadside equipment. With reference to FIG. 9 there areshown various sources of live digital audio content 915, various sourcesof stored audio content 920, digital in-vehicle storage 910, a processor950, a brought-in device 960, a primary vehicle user interface 965associated with processor 950, vehicle to vehicle communicationsequipment 935, roadside equipment (RSE) 930 and GPS or otherpositioning/navigation device 970. These elements, and their respectiveinteractions, will now be described in detail.

With reference to the upper portion of FIG. 9, the sources of livedigital audio content 915 include streaming internet audio content, adigital tuner, and a satellite radio tuner providing two or morechannels. Each of the sources of live digital audio content 915 may alsobe buffered, resulting in buffered content. This buffered content caninclude multiple individual songs or audio segments, as shown.Continuing with reference to 920, the sources of stored audio content,there can be a stored music database in MP3 or other digital format inflash or hard drive, or a CD, SACD or DVD player with one or more disks.The stored audio content can, for example, be part of a radio or aseparate device such as a smartphone or digital music player, as shown.It is also noted that the sources of live digital audio content caninclude associated data for each individual song, such as, for example,song title, artist name, program ID or other ID, allowing them to besegmented and tagged in a buffer, as described above. All of thesesources, whether buffered, live digital audio content, or stored audiocontent can be fed to processor 950 for play to a user. Continuing withreference to FIG. 9, there may be connected to processor 950 Digitalin-vehicle storage 910. This storage is associated with the offers oradvertisements and logs of same as described above. Thus, the digitalin-vehicle storage can store offers, such as local advertisements with ageo-tag trigger, for provision to processor 950 for insertion intoprogramming so as to be played to a user. Digital in-vehicle storage 910may also include a playback log of time, location and audio source whenan advertisement or an offer was played to a user. This information canbe received back from Processor 950, as shown, and can then be stored inDigital in-vehicle storage 910. This information is very important,inasmuch as advertisers pay premiums for advertisements that can beproven to have been played to a user, which can drive significantrevenues to an SDARS broadcaster implementing exemplary embodiments ofthe present invention, as described below.

It is noted that Digital in-vehicle storage 910 may be located withinProcessor 950 or, for example, may be a separate device. It may benon-volatile, or it may be cleared on each ignition cycle of thevehicle, for example. In a preferential implementation, it may benon-volatile, and each offer would have an explicit expiration date soas to prevent expired offers from being presented to a user when theyare no longer valid. In exemplary embodiments of the present invention,Processor 950 may also be connected, for example, to a brought in device960. As noted, this may be a tablet or a phone or a secondary screen inaddition to a Primary Vehicle User Interface 965. In alternate exemplaryembodiments of the present invention, there may thus be a display ofimages, text and/or video, as well as audio, on a secondary screen or“brought in device” such as a smartphone or tablet in order to reducedriver distraction.

Processor 950 may also be connected to V2V Communication Equipment 935,which itself is communicably connected in a two-way fashion to RoadsideEquipment 930. RSE 930 can send offers to the V2V equipped vehicle, andit can also receive a playback log, which is a history of offerplayback, from the vehicle, as noted above. This playback log can bestored in digital in-vehicle storage 910, for example, as describedabove. Finally, Processor 950 can be connected to a GPS or otherpositioning/navigation device 970, which can be used to determine thelocation of the vehicle at any time with reference to a Target Region ora Trigger Region as described above in connection with FIG. 8.

In exemplary embodiments of the present invention, assume a user isplaying audio in-vehicle, from any of the sources shown in FIG. 9. Whenthe processor determines that the vehicle is located within a TriggerRegion, for at least one of the stored offers (they may each havedifferent trigger regions, as noted), as shown in Digital in-vehiclestorage 910, said stored offers being sent from Roadside Equipment 930,as noted above, the processor may perform at least one of the followingactions: (i) pause the audio (allowing the content to be buffered if itis a live audio source) at the next break point; for example, at the endof the next song or new segments; (ii) play the stored offer; and (iii)restart the audio that was originally playing at the breakpoint.

Additionally, in exemplary embodiments of the present invention, theprocessor may optionally record one or more of the following pieces ofinformation in a log (the playback log described above): (i) locationwhen the stored offered was played to the user; (ii) time when offer wasplayed; (iii) audio source playing at the time the offer was played;(iv) content identified for the offer; (v) location where the offer wasinitially loaded; and (vi) time when the offer was initially loaded. Allof this information may be analyzed to better understand responses toadvertisement, to plan or design future advertisements, and be used tocompensate the SDARS or other media supplier to the vehicle foradvertisements played to a user, with granular detail.

FIG. 10 shows various exemplary relationships between Target Regions andTrigger Regions, which may be used in various exemplary embodiments ofthe present invention. Target Regions are shown in red dotted lines, andTrigger Regions are shown in black dotted lines and are all labelled. Asnoted, a Target Region is a region in which the RSE will store offersand transmit them to vehicles entering within its communications range.Similarly, a Trigger Region is a region in which the V2V equippedvehicle will actually insert audio offers, such as commercials andadvertisements, into the audio stream, and/or display video or graphicoffers such, as for example, virtual coupons etc., as illustrated inFIG. 9 and as describe above. Finally, the Offer Location is thegeographic coordinates of the store, restaurant, hotel, gas station, orother business where the offer may be redeemed, or for which theadvertisement is applicable.

With reference to FIG. 10, beginning at the upper left portion of thefigure, region 1010 shows an example where the Target Region and theTrigger Region are the same. Therefore, a vehicle entering the combinedTarget Region and Trigger Region will store an offer, and alsoautomatically play the offer—at the next opportunity—to the user. Thiscan be, for example, at the next song break, or audio clip break, forexample, or according to other business rules determining when, andfollowing what content, or what general type of content, advertisementsare played or presented to a user. Example region 1020 shows a smallerTrigger Region, lying completely within the Target Region at the top ofit, but not being the same size as it—rather a subset. Therefore, avehicle entering anywhere within the Target Region will receive an offerfrom the RSE and store it. Only when the vehicle then enters the smallerTrigger Region at the tope will be commercial or advertisement beinserted into the audio or video stream being played to the user.

Continuing with reference to FIG. 10, the scenarios depicted for regions1030 and 1050 present a third example. Target Region 1030 contains anoffer location 1033. It is noted that offer location 1033 is outside ofthe Trigger Region 1040, but it is within the Target Region 1030. TargetRegion 1030 partially overlaps with Trigger Region 1040, as shown. Offerlocation 1035 is within both Target Region 1030 and Trigger Region 1040(i.e. within the intersection of these two regions), and there is alsoan offer location 1045 which is outside of the Target Region 1030, butwithin the Trigger Region 1040. Finally, provided to the right ofTrigger Region 1040, there is a fourth offer location 1047 which isoutside both the Target Region 1030 and the Trigger Region 1040. Thus,an offer for any offer location 1033, 1035, 1045 or 1047 will bereceived and stored as the vehicle passes through Target Region 1030,and as it enters Trigger Region 1040, played or displayed by the V2Vunit to the user. It can then be redeemed at any Offer Location.

A final scenario is shown at the bottom of FIG. 10 where there is aTrigger Region 1060 that lies entirely outside of a Target Region 1050.Thus, for example, the Target Region may be Massachusetts and theTrigger Region may be the vicinity of Orlando, Fla. The offer may be,for example, a special offer for Massachusetts residents travelling inOrlando, Fla. during some portion of the year, such as a normal vacationperiod. The offer may be picked up by their vehicle while they are stillin Massachusetts, which is Target Region 1050, but will not be triggereduntil they reach their destination in Orlando, Fla. when they hear theadvertisement in a Trigger Region 1060.

Finally, FIG. 11 illustrates an exemplary geo-tagged message database,with an exemplary message format, according to exemplary embodiments ofthe present invention. With reference to FIG. 11, beginning at the topof the figure, it is noted that each message has a geo-tag fordistribution to RSEs. The geo-tag can have, for example, location and atleast one of the following elements: a text portion, an image, and anaudio clip. In addition, the message may have a category tag.Optionally, the offers may have an expiration date after which theywould automatically be removed from the RSE and vehicle databases. FIG.11 shows three example offers in the database at 1110, such as a 10%discount at Bob's Gift Shop, a 20% discount after 5:00 p.m. at a localdiner, and a $5 discount offer of a car wash with a fill-up at all NHExxon locations. The first example at 1110 may show the location interms of latitude and longitude, street address or combination of both.The first offer for a shop, also provides a coupon code that the usermust present at Bob's Gift Shop to obtain the discount. The second offerfor food references a street address and a city in New Hampshire, andthe discount is simply available without any code needing to be providedby a user. The third offer for fuel, could possibly be a reference to aPoint of Interest database, as shown (“All NH Exxon locations”).

The database of stored messages may be provided in the vehicle, asshown, and entries in the database may be processed by a geographicfilter 1120, which is a function of location and distance, as shown.Here the user interface may filter the offers which are displayed on thebasis of (i) location (preferentially displaying offers relating tonearby locations), and (ii) heading (preferentially displaying locationsand the direction of travel and/or suppressing display of locations thatwill require significant backtracking). In exemplary embodiments of thepresent invention, after filtering, the user interface can also apply aCategory Filter 1130, as shown at the bottom of FIG. 11. The categoryfilter allows the user interface to filter offers which are displayed onthe basis of category. This is especially useful when there may be largenumbers of nearby businesses with advertisements or offers which areprovided in the database. Offer categories 1150 which could be providedfor a user to select from may include, for example, as shown on thebottom right of FIG. 11, Fuel, Shop, Hotel, Food, Bar and/or Parking.

Finally, in this example, taking all available offers from the storedmessage database in the vehicle—as shown at the top of FIG. 11—andfiltering them by both Geographic Filter 1120 and Category Filter 1130,the advertisement 1140 that is displayed or played to the user is thesecond exemplary advertisement or offer, which is for a 20% discountafter 5 PM at a Local Diner located at Pine Street in some city in NewHampshire, which belongs to the Food Offer category.

G. Significant Opportunities Provided Due to Granular Locality of V2VDelivered Advertising

It is important to note the opportunities that V2V communications offersfor media companies to obtain significant revenue streams for granular,micro-local advertising. As described above, by sending advertisementsover an SDARS system to an RSE, or even to a “relay V2V vehicle”, andthen from these sources sending the advertisements over V2V to vehiclesin defined Target Regions, many, many more advertisements can be used ina given area. The RSE is usually always on, and thus advertisements andoffers may be sent over an SDARS to it continually, especially duringlate night hours when other messaging may not be so important.

Moreover, as noted above, advertisers pay significant premiums for proofof advertisements being played or shown to users. Currently, inasmuch asan SDARS system is a one-way communications system, there was nofacility to gauge which listeners actually heard an advertisement. Thus,only lower revenue rates can be charged, based on ratings. However, withthe exemplary methods described above, the V2V disseminated ads—or evenjust SDARS disseminated ones—may be easily tracked by the playback logs,which may easily be downloaded to an RSE by a V2V equipped vehicle. Suchlogs allow a media content provider, such as, for example, assigneehereof, Sirius XM Radio Inc., to charge 3X, 4X, or even more for thesame ads when actual play to a user is confirmed in a playback log.Because the ads are for a small region, and very targeted to people whowould actually use the goods or services being promoted, it is also mucheasier to calculate response rates, and improve targeting using datamining. This technology may thus significantly change the profitabilityof advertising on an SDARS service.

H. Interaction With Applicant's “Tune Mix” Functionality

Given that, as described above, an audio offer or advertisement can beinserted into a variety of audio sources, the following patentapplication, under common assignment herewith, namely “METHOD ANDAPPARATUS FOR MULTIPLEXING AUDIO PROGRAM CHANNELS FROM ONE OR MORERECEIVED BROADCAST STREAMS TO PROVIDE A PLAYLIST STYLE LISTENINGEXPERIENCE TO USERS”, U.S. patent application Ser. No. 13/838,616, whichwas published as United States Patent Application Publication No.2013/0287212, is hereby incorporated herein by reference as if fully setforth, as is its two listed parent applications, U.S. patent applicationSer. Nos. 13/531,440, and 12/735,211. U.S. Ser. No. 13/838,616 is knownas “Tune Mix.” The “offer/advertisement” as described above can beconsidered a special case of “content that is multiplexed with othersources of content”, as described in further detail in the Tune Mixapplication.

II. Vehicle to Vehicle Satellite Broadcast with Location (GeotaggingMessages)

Volvo Pilot Using Sensor Data to Advise/Warn Other Cars Approaching aSlippery Section of Road

By way of background, FIG. 5 illustrates an exemplary V2V pilot programinitiated by Volvo. In fact, many automakers and governments aredeveloping vehicle-to-vehicle (V2V) communications, which lets carsinstantly communicate safety information to traffic in their immediatevicinity. In Volvo's proposal, cars will communicate data fromwheel-slip sensors in vehicles to not only alert other cars as to icyroad conditions, but also to alert road maintenance authorities, asrepresented by the salt truck shown in FIG. 5.

Volvo announced that 50 cars would participate in a pilot program, runin conjunction with the Swedish Transport Administration and theNorwegian Public Roads Administration. The cars in the program arefitted with a data transceiver, which includes hardware to read sensorinformation from the vehicle. The cars may communicate over cell towers,sending their data and location to a data center. That same data centercan, in turn, send alerts to cars in the immediate vicinity, warningthem about slippery conditions. It is noted that this strategy variesfrom that currently being developed by Ford and other automakers, whichuses Dedicated Short Range Communications (“DSRC”) to send data directlyto other cars in an immediate vicinity.

Volvo notes that cars receiving the slip data will adjust the alertlevel they display to drivers based on their own speed. A car travelingat 10 mph entering a section of road with reported slippery conditionsmay thus give its driver a lower level alert than a car traveling at 60mph.

It is contemplated that aggregate data will also be sent to roadauthorities. For sections of road with multiple reported incidents ofslip, road maintenance department can send out a crew to de-ice and runsnow plows.

Improved Novel Approaches and Enhancements

In exemplary embodiments of the present invention, various improvementscan be implemented over currently operating (or conceived) systems thatdisseminate information from content databases that collect traffic androad condition related information from connected vehicles. In suchconventional systems, road hazards such as, for example, icy roadconditions, may be reported to a connected vehicle content databasethrough wireless data communications from the reporting vehicle to theinfrastructure, via, for example, a DSRC transceiver or a cellulartransceiver.

The DSRC transceiver may be used for short range (<300 m) communicationsfrom Vehicle to Vehicle (V2V) or from Vehicle to Infrastructure (V2I).In what follows, the vehicle mounted transceiver system may be referredto as On-Board Electronics (“OBE”) and the roadside transceiver systemmay be referred to as Road Side Equipment (“RSE”). Once the road hazardinformation has reached the content database, an Area Traffic OperationsCenter may send out a warning to vehicles near the icy conditions, sothat these vehicles may proceed with caution. As a first level oftargeted delivery, the Area Traffic Operations Center can, for example,route the warning to RSE nearby the icy conditions. The RSE can, inturn, warn vehicles in the immediate vicinity of the icy conditions.However, RSEs may not be deployed on all routes entering the icy area.This limits the number of vehicles which may be made aware of theconditions.

Thus, as a second level of targeted delivery, a wider area cellulardelivery approach could be used. Connected vehicles would regularlyreport their locations to a vehicle location database using the cellularnetwork, and when road hazards are detected, the Operations Center couldaccess the vehicle location database to identify vehicles in thevicinity of the affected area and send targeted cellular messages to thevehicles which may be impacted. However, this second approach also hasproblems. This can be quite costly due to the repeated transmission ofthe same information on a one-to-one basis and the ongoing amount oflocation information that must be reported over the cellular network.This especially so as more and more vehicles on the roadways arereporting locations as market penetration of V2V increases.

Here, again, a hybrid SDARS-V2V system solves the above identifiedproblems. Thus, in exemplary embodiments of the present invention, animprovement to these systems integrates a wide area satellite broadcastsystem to disseminate information to vehicles operating in a specifiedregion. The vehicles receiving the satellite broadcast then, in turn,transmit the information to all non-SDARS equipped vehicle. FIG. 13shows a block diagram of such an exemplary V2V wide area satellitebroadcast system. The system incorporates a Global Positioning SatelliteConstellation 1320, at least one Broadcast Satellite 1330, V2I RoadsideEquipment 1310, a Traffic Operations Center 1355, a Content Database1360, a Satellite Operations Center 1350, a Satellite Uplink 1340, andvehicles equipped with on-board electronics capable of: (i) receivingGPS signals, (ii) receiving satellite signals, and (iii) supporting V2V2-way transmissions with other vehicles. As shown in FIG. 13, Vehicle #1and Vehicle #2 may, for example, receive messages from BroadcastSatellite 1330, and also receive broadcast messages from each otherthrough their respective on-board V2V DSRC transceivers, provided thatthe vehicles are in range of each other's transmissions. Road conditionsdetected by Vehicle #1 may be communicated to the V2I RSE which isitself connected to the Traffic Operations Center, as shown. The RSE cantransmit these conditions to Vehicle #2, and other vehicles in range.Alternatively, if, for some reason, Vehicle #2, or V2I RSE 1310 is notin range of Vehicle #1, then Vehicle #1 can message one of them, whichin turn, can message the other, in a relay type transmission. If thereare sufficient vehicles present, the “crowd sourcing” of V2Vcommunications is a useful fail safe. The Traffic Operations Center may,for example, contain the servers and processing power necessary to storethe incoming data in the Content Database, to analyze the data in thedatabase to determine the validity and severity of the conditions and todetermine remedial actions. Such remedial actions may include, forexample, dispatching salt trucks to an icy patch of road and sendingwarnings to vehicles in the area of the icy conditions. The warningmessages are delivered to the Satellite Operations Center for uplink tothe satellite so that the messages may then be broadcast over thesatellite coverage area.

It is noted that in order to format satellite broadcast messages so thatonly vehicles in the vicinity of the hazard or condition of interest,for example, an icy patch, act on the message, a geotagged messageformat may be used. Such a message delivery system is illustrated inFIG. 14. An exemplary message format for use in such a system mayinclude, for example, a header and a payload. The header fields mayinclude location information such as, for example, longitude andlatitude of the icy patch shown as Geotagged Message Central Coordinates1460, along with a first radius value R1 which may indicate the distancefrom the icy patch to which the warning message applies, as shown by thegray region, Geotagged Message Area 1450, within the Satellite CoverageArea 1440 in FIG. 14. Vehicles, e.g. Vehicles #1, #2, #3 and #4,receiving the broadcast message would compute the distance of theirpresent GPS location to the icy patch location (i.e., Geotagged MessageArea 1450 having a distance R1 from the center of the hazard) anddetermine whether the distance is within the first radius, R1, specifiedin the message header. If the distance is equal to or within the radius,as is the case with Vehicle#1 in FIG. 14, the message payload can beacted upon. Otherwise, for Vehicles #2, #3 and #4, the message can bediscarded. In some exemplary embodiments, the broadcast message headermay include a second radius, R2, which can represent an extended area,outside of the first radius R1, for which vehicles may store the messagefor a defined period of time in case such a vehicle enters the firstradius, at which time the message would be acted upon. As shown in FIG.14, Vehicle #2, in Extended Geotagged Message Area 1470 will store themessage, and act upon it if it enters Geotagged Message Area 1450 beforethe message timeout, which may be predetermined or contained in anadditional header field. The broadcast message payload may, for example,include text, images, audio, video, navigation instructions and/orvehicle control information which may be useful for assisting with theexternal conditions.

In a second example, message header fields may include a location andshape information element, which uses more than one latitude andlongitude pair, that together describe a closed shape (or a line) thatindicates the outline of a hazard, for example, or an area of heavyrain. Alternatively, vehicles may use more than just the radial distancefrom the vehicle's current position to the hazard to determine (i) ifthe hazard is to be presented to the user, (ii) when the hazard is to bepresented to the user, and (iii) how the hazard is presented to theuser. For example, the vehicle may use the hazard's distance from thecurrently planned route, or even the hazard's distance from an alternateroute, to the currently planned destination or waypoint.

In yet another exemplary embodiment, a geotagged message format mayinclude (a) a time stamp element that indicates when the hazard waslocated at the specified position, and (b) a motion information elementthat can be used to estimate the future location of the hazard. Such atechnique is in some ways analogous to “motion estimation vectors” asused in the MPEG standard. In one example, the motion informationelement can include at least one motion vector element that includes (i)a direction of motion and (ii) a speed. In this exemplary embodiment,when only one of the motion vector elements is included in the motioninformation element, that fact can imply that the size and shape of thehazard is fixed and that the motion information element is describing asimple translation of the hazard. However, when more than one motionvector elements is included in the motion information element, and theyare coupled with the location and shape information element, each of themotion vector elements can be associated with each of the individuallongitude and latitude pairs in the location and shape informationelement. The aggregated information can then be used to estimate afuture shape, and a future location, of the hazard, such as, forexample, an expanding and translating area of heavy rain, or a snowstormthat is both moving and changing the shape of the affected area.

In exemplary embodiments of the present invention, the motioninformation elements can be combined with a predicted path of thevehicle to determine if/when/how the hazard information should bepresented to the vehicle occupants.

FIG. 15 presents an exemplary block diagram of exemplary vehicle onboard electronics (“OBE”). As shown, the OBE is equipped with a V2VServices Processor 1550 which has interfaces with a V2V (DSRC)Transceiver 1512, a SAT receiver 1517, a GPS receiver 1522, an optionalcellular modem 1527 (all on the left of the V2V Services Processor), andvarious vehicle systems (all on the right). Each receive or transceiveris connected, through RF Connectors 1505, to a respective antenna. Theseinclude DSRC Antenna 1510, Satellite Antenna 1515, GPS Antenna 1520, andCellular Antenna 1525. As also shown V2V Services Processor 1550 is alsoconnected to Audio CODEC 1560, Power Suppler 1580, and has DiscreteSignal Lines 1572 and USB/Ethernet 1570 connections to vehicle systems.

Thus, communications with the vehicle systems may be through one or moreinterfaces, including but not limited to USB, MOST bus, CAN bus,Ethernet, UART or SPI. The V2V Services Processor 1550 may run a V2Vapplication, which can collect vehicle data through the vehicle datainterface, and can broadcast selected data through the DSRC transmitter1512 on a periodic basis. These broadcasts can include vehicle speed,location, direction, braking and acceleration, which may be used, forexample, by surrounding vehicles for collision warnings, and may alsoinclude road conditions including, for example, (i) icy or slipperyconditions as indicated by stability control or antilock brakingsystems, (ii) wet conditions based on windshield wiper use, and (iii)pot holes based on accelerometer measurements or conditions based onother sensors. In exemplary embodiments of the present invention, such aV2V application can process information received from the DSRCtransceiver, such as information on other moving vehicles, and can makedeterminations on whether conditions warrant sending warnings throughthe applications interface for delivery to the driver. The V2Vapplication may also process information received from the SAT receiver1517. As described above, the SAT messages may be filtered by a locationreceived from the GPS receiver before being processed.

It is noted that the OBE system shown in FIG. 15 may be used with, andis fully applicable to, any and all of the applications, methods andtechniques described in this document, and is not limited to use inembodiments for geotagging of messages as described in this Section.

In exemplary embodiments of the present invention, a wide area satellitebroadcast system, such as, for example, the SDARS system operated byApplicant hereof, Sirius XM Satellite Radio Inc., may also be used tofeed content to RSEs for regular repetitive transmissions to vehiclesequipped with V2V transceivers. For example, some RSEs may be positionedin areas so as to repetitively rebroadcast over the V2V channel eitherstatic or slowly changing messages to vehicles passing by in a givendirection, such as, for example, “Reduce speed, blind curve ahead”. SuchRSEs may, for example, be equipped with a satellite receiver, and may ormay not have backhaul capability. The satellite broadcast can, forexample, send the rebroadcast message (i.e., a message intended to berebroadcast) content to the RSE using a RSE-specific geotagged message(e.g., the message header identifies that the message is intended forRSEs) or via a direct message targeting the RSE by including a Unique IDassigned to the RSE. The message may also include message retransmissionparameters, such as how often, for how long, and during what times theRSE should retransmit the message contents, and/or other controlinformation such as transmission instructions for other locally storedor previously received messages. In exemplary embodiments of the presentinvention, the RSE can receive the message from the satellite broadcast,and act on the message instructions. Some advantages of such combinedsatellite RSE approach are (i) that the RSE relieves the satellite ofhaving to continuously rebroadcast the message to vehicles in the area,and (ii) the RSEs may be deployed in remote locations which may not besupported with backhaul services. If more granular messaging is desired,the satellite can broadcast more quickly changing messages to RSEs, suchas along a busy highway, turnpike or interstate, advising of conestionor accidents, etc. In this way, the satellite-V2V hybrid can function asa dynamic road message service.

Utilization of a V2V System With One or More Onboard Vehicle Cameras

In some embodiments, a hazard condition, or the like, may be identifiedby capturing and processing images and video segments. Once such ahazard or related condition is detected, it may be communicated to otherdrivers over V2V communications, or relayed to appropriate authorities.Various scenarios are next described.

In exemplary embodiments of the present invention, onboard camerasystems in vehicles can be utilized to capture individual images andvideo segments. These images and/or video segments can be processed inreal time to:

-   -   1. Identify and continually monitor a nearby hazard, such as an        erratically moving vehicle, for example. This monitoring can        include capturing and storing an image or a video segment of the        erratic driving, or even a resultant accident. In addition, V2V        messaging can be used to inform other vehicles in the area to        begin capturing images and/or video.    -   2. Identify and continually monitor a known target, perhaps        based on tag number (e.g. license plate). A description, for        example, a tag number, of a known target can be communicated to        the camera-enabled vehicle via amber/silver alert, BOLO, law        enforcement request, etc. Once the target vehicle is identified,        the identification can be shared via V2V transmissions with        surrounding vehicles, and the surrounding group of vehicles can        continuously send update information until the identified        vehicle is passed off to the proper authorities.    -   3. Identify expired tags and alert authorities. Many license        tags include expiration dates on the tag. In exemplary        embodiments of the present invention, camera-enabled vehicles        can use image recognition on images of the tag to determine if        the tag is expired. If it has, the camera-enabled vehicle can        transmit the location and picture of the tag and associated        vehicle to authorities.    -   4. Identify animals or other items in roadway. For example,        detect an animal entering roadway from shoulder, debris in        roadway, items falling from nearby vehicle, etc. and transmit to        nearby vehicles and authorities (virtual deer crossing        “sign”).”). In exemplary embodiments of the present invention,        vehicles with higher levels of visual sensing could pass        information to vehicles of lower levels of visual sensing to        assist in avoidance of potential hazards. For instance, vehicles        with infrared visual capability could pass information to allow        vehicles without this capability to be notified of an animal in        the road where that animal would be otherwise undetected to        those vehicles without the advanced infrared sensors/cameras.        Information passed could be via image, virtual image or just        locational alert.    -   5. Headlight failure. Identify when a nearby vehicle has        headlights or headlight not lit and alert surrounding vehicles        (including the vehicle with the failed headlight).    -   6. Brake light failure. This is the same as above (item 5) with        the addition of detecting brake light failure by using the        received BSM (which includes heading, speed and brake status) to        determine such a failure. For example, if a BSM indicates that        brakes are applied but the camera images indicate that the brake        lights are not on it could be concluded a failure has occurred.    -   7. Identify nearby weather conditions such as fog, hail, snow,        rain, tornado, etc. Additionally the intensity of such weather        can be determined.

In exemplary embodiments of the present invention, captured imagesand/or video segments can be used to:

-   -   1. Forward images and/or video segments to the local authorities        or other authorized organization (police, insurance companies,        etc); and    -   2. Retain images and/or video segments in vehicles memory for        later retrieval and analysis.

In exemplary embodiments of the present invention, and further to item 2above, the image and data describing a given lost or stolen vehicle can,for example, be sent out nation-wide via satellite delivery, and thenlocally via a V2V system. Aggregate combinations of multiple images sentacross a V2V system can, for example, implement a real time lost orstolen vehicle identification method.

In exemplary embodiments of the present invention, cameras can, forexample, pass vehicle images, license tag images, and even occupantimages, back to a secure site for aggregation of images (via patternrecognition) with state databases. In some embodiments, law enforcementagencies, or other authorities, may send messages over satellite radiocontaining the identity of a vehicle. A V2V-Satellite enabled vehiclecan then receive the message and broadcast it over V2V to a crowd ofnearby vehicles. The crowd can, for example, scan all vehicles in itsvicinity, and, using pattern recognition software, identify any vehiclefitting the description of the vehicle in the message. The variousimages and video segments acquired by vehicles in the crowd, and taggedas responsive to the requested vehicle in the message may then beaccessed by law enforcement agencies.

It is noted that this technology may require the law enforcement agencyto obtain a warrant to authorize the crowd-sourced anonymous tracking ofsuspect vehicles. (Alternatively, since no governmental action isdirectly involved, users who allow this functionality may arguably do asthey please). However, because this technique relies on a continuouslychanging set of anonymous vehicles, none of which is actually a lawenforcement vehicle, it may reduce the probability of a criminal suspectrealizing that he is under surveillance, and taking evasive measures toavoid being followed. Since criminals often accelerate to high speedswhen they realize that they are being followed or chased by the police,by allowing the police to track suspect vehicles using cameras on aplurality of anonymous vehicles, public safety will be enhanced withoutallowing criminals or suspected criminals to evade law enforcement.

In exemplary embodiments of the present invention, hazard identificationinformation can be used to cause vehicles to automatically take action,completely independently of the driver. For example, when the vehicleahead is detected to be braking, and the vehicle behind has not braked,an algorithm can be implemented based on proximity and other availableinformation (video, etc) to apply the brakes independently. This is butone example of using V2I and V2V messaging as inputs to “smart safety”algorithms, which when needed, cause vehicles to drive themselves.

Adaptable Device Behavior Based On Reception of V2V Transmissions

In exemplary embodiments of the present invention, V2V or V2I enableddevices can detect the nearby presence of a vehicle or vehicles bydetecting their V2V transmissions, and modify their behavior as may beappropriate. Exemplary methods based on this technology can include:

-   -   1. A method of infrastructure power saving by only turning        streetlamps on when an approaching vehicle is a few hundred        meters away and then turning those streetlamps off when the        vehicle has passed (“Smart Street Lights”), similar methods may        be applied to any power-consuming infrastructure;    -   2. V2V Roadside Equipment can save power by not transmitting any        information until a vehicle approaches;    -   3. Security and parking lot gates, for example exit gates, can        detect certified and verified BSM transmissions that indicate        that a car is at the gate, and then open the gate;    -   4. Restaurant and other drive-through systems can alert        employees that a car is in, or approaching, a drive-through        based on the detection of BSM transmissions;    -   5. House lights can turn on when a BSM is received that        indicates a vehicle has come a certain distance up the home's        driveway;    -   6. Security systems can alert security when V2V transmissions        indicate that a vehicle is on the parking lot or on the        property;    -   7. Billboards can customize their information depending on the        characteristics of the vehicles in the vicinity. Similarly,        billboards can turn off or reduce brightness when no vehicles        are nearby (“Smart Billboards”);    -   8. Parking lot systems can anticipate that a space is about to        become available when V2V transmissions start emanating from an        occupied parking spot. The system can then direct a vehicle        looking for a parking spot towards that spot before the spot is        actually empty (“Smart Parking Space Finder”); and    -   9. Adaptable advertising methods as described above in        Section I. In addition to geo-filtering, one can, for example,        also filter advertising by vehicle type. For example, if many        trucks are being detected on a particular road; local businesses        such as hotels/motels can choose to advertise specials to those        vehicles, either directly or via a billboard.

In some embodiments of the aforementioned uses would be most useful inthe case of roadside devices being battery powered with solar charging,such as for example in desolate areas where line power is not readilyavailable, or in areas where there is a preference to not to use linepower (installation cost savings, etc). Examples of vehiclecharacteristics that can be used to customize information are, forexample, vehicle size, vehicle type, radio listening habits, etc. Forexample, if a billboard detects mostly truck-sized vehicles in thevicinity, it can customize its message for truckers (nearest truckstop,safe breaking distances, need for snow tires, speed limit changes, etc).

III. Improving User Based Insurance (“UBI”) Data with Vehicle to Vehicleand Vehicle to Infrastructure Contextual Information

In exemplary embodiments of the present invention, the predictive powerof a driver profile logging system for insurance costs can be improvedby including contextual information regarding the driver's environmentduring various logged events. This contextual information can be derivedfrom vehicle-to-vehicle (V2V), and vehicle-to-infrastructure (V2I)systems.

It is noted that User Based Insurance (“UBI”) seeks to predict theinsurance costs of—and therefore offer competitive rates to—drivers, bymonitoring their driving habits. Traditionally, these systems log datathat is available through installed sensors and information availablevia the automobile's CAN bus (e.g. braking, speed, location, drivingduration, trip distance, lateral acceleration, etc.). The information isthus specific to the car, but, even so, has no knowledge where the caractually was, or what conditions were encountered during any of thesesignals creation, let alone what other drivers' activities were that hadto be reacted to. Thus, in exemplary embodiments of the presentinvention, information on a driver's performance can be made availablethrough V2V and V2I communications to add context to the informationthat is being logged in his or her car

The following are illustrative examples:

Driver Swerved:

A conventional UBI logging system might simply indicate that the drivercaused high lateral acceleration. This would normally be considered tobe a downgrade of driver performance. However, with additional contextderived from V2V information, the insurance profile may be able tocorrectly categorize unique driver situations. For example, informationabout other vehicles in the area, along with their locations andvelocity vectors, may indicate whether the high lateral acceleration wasevidence of a good driver (e.g., she avoided an accident caused byanother driver), or of a bad driver (e.g., he had plenty of time toavoid the accident, but wasn't paying attention).

User Braked Hard:

In another example, a driver may have had to engage the brake hard, andthus trigger the antilock braking system. Again, without specificcontext of what other vehicles were doing, this action would be reportedas a negative action on the driver's part. However, when adding contextto the harsh braking recorded in the log, it may indicate that thedriver was actually quite alert, and appropriately avoided a potentiallydangerous situation, and should have an improved insurance profile as aresult.

Driver Speed:

In exemplary embodiments of the present invention, V2I communicationsmay include speed limits, and, in some cases, recommended speeds. Inexemplary embodiments of the present invention, this information can bestored and included in the logs so that the system can compare driverspeed to the then prevailing speed limit, as well as the recommendedspeed.

In this regard, it is noted that there are some theories that the mostdangerous driving speed is driving at a speed much different than thesurrounding vehicles, regardless of the speed limit or recommendedspeed. Since V2V communications include the speeds of surroundingvehicles, in exemplary embodiments of the present invention the speed ofsurrounding vehicles may also be logged so that a relative speedcomparison can be made, and variance from average surrounding vehiclespeed calculated for various time periods.

Driver Behavior Around Warnings:

V2I communications can deliver road sign information electronically(e.g. curves in road, school zones, bad weather). In exemplaryembodiments of the present invention this contextual information may beincluded in the log so that the driver's behavior in these conditions,and in reaction to them, can also be logged and analyzed.

Driver Situational Awareness/Road Behavior:

V2V communications can include a lot of situational data. In exemplaryembodiments of the present invention, the situational data can beincluded in the UBI in-vehicle logs, and a driver's response to varioussituations can thus be evaluated. For example, in exemplary embodimentsof the present invention the following exemplary queries may beanswered, and risky behaviors identified through analysis of the loggeddata:

-   -   1. Does the driver let off the accelerator when another vehicle        approaches a stop sign at a high rate of speed?    -   2. Does the driver move to the right-most lane when not passing?    -   3. How quickly does the driver brake when the car in front of        him brakes (or when 2 or more cars in front of her short stop)?    -   4. When changing lanes, how much room does the driver leave        between cars in front and behind and in both the originating        lane and in the destination lane?

In another exemplary embodiment, the system can log a driver's responseto driver assistance information that new V2V and V2I systems enable. Itis noted that the first expected use of V2V and V2I is to have vehiclespresent the driver with information that improves driving safety.Therefore, using such messaging, in exemplary embodiments of the presentinvention, the what, when, and how information was presented to thedriver may be logged. The system can then determine how well the driverheeded the warnings/information, what contextual information may beinferred or extracted from that messaging, or even if the information isbeing used in an unsafe way. Some examples can include:

-   -   1. Did the driver turn in front of another car before the system        said it was clear?    -   2. How quickly did the driver slow down when the system warned        of a potential hazard ahead?    -   3. Did the driver jump into the intersection because the system        told him/her that the light would turn green in 1 second?    -   4. Did the driver accelerate because he/she was told the light        ahead would turn red in 3 seconds?

In exemplary embodiments of the present invention, statistics derivedfrom these logs can also be used to improve the effectiveness of thevehicle's alert and information system, as well as to test out variouswarning/driver alert formats and content for maximum effect.

It is noted that drivers who are determined to have safe and predicabledriving skills would allow the system to lower warning levels for agiven area around that safe driver or group of safe drivers. Forexample, an intersection which has numerous safe drivers approaching maynot need any system warning/guidelines applied. Speed limits on freewaysor specific lanes at times when many safe drivers are operating couldeven be exceeded, and no warning need be sent. Safe drivers operatingwithin their normal driving areas, driving times, and driving conditionswould potentially be given additional advanced skill operatinglimits—such as, for example, following distance, maximum speed, and lanechange clearance, to name a few. Additionally, in exemplary embodimentsof the present invention, a system can identify if all vehicles on oraround a skilled driver are also skilled, and then dynamically adjustsystem warning parameters accordingly. On the other hand, if a driver oflower skill is operating outside of their safety level, or a vehicle isbeing operated outside of its safety limits, then following distance,passing speeds and ranges may be indicated to other surrounding skilleddrivers to avoid potential risks. It is noted that this is done today ina small and static manner by the use of student driver signs onvehicles, but no context or intelligence is used or brought to bear.

In exemplary embodiments of the present invention, a system would knowif, for example, a safe driver is operating outside of their normaloperating area, or is utilizing the navigation system due tounfamiliarity to a new area, or is changing their normal driving profile(ratio between acceleration, glide and deceleration). If so, theirsafety profile may be temporarily downgraded, until such time that theyresume normal profile driving, or are determined to be back in a normaldriving area. Thus, a dynamic safety profile can be maintained for anyspecific driver, and also used by an intelligent in-vehicle system toadaptively manage her activity in such state as regarding surroundingdrivers and road conditions.

In exemplary embodiments of the present invention, such systems wouldallow all vehicles to have an accurate and detailed set of data, andpredictions based on that data, which would inform other vehicles withinthe V2V network to allow adjustments to the normal operationalparameters for the vehicle to vehicle (V2V) andvehicle-to-infrastructure (V2I) systems.

Unsafe Driver Ahead/Alongside:

In exemplary embodiments of the present invention, context informationfrom UBI data of any particular vehicle (or driver of that vehicle) canbe added as additional safety information within a V2V system. A vehiclewhich has a poor score on a UBI system could alert neighboring cars tofollow at a greater distance to maximize safety. In one implementationof this invention, “avoid unsafe vehicles” warnings could be madeavailable to other vehicles—say at intersections or other criticaldriving situations, such as while passing. Additionally, suggesteddriving routes could actually be modified to avoid other vehicles withpoor performance scores. In another possible implementation, vehicleperformance scores may be kept private in actual driving situations andonly utilized within the system as probe points to determine howdangerous any particular driving situation may currently be, or isstatistically at specified times, as well as to compute trends.

Trade-in Report/Rental-Car Discounts

In exemplary embodiments of the present invention, vehicle performancescores may be linked to the vehicle regardless of the driver, to allow atrade in report as to how the vehicle was operated prior to the tradein. Although accident reports are generally kept on vehicles and tied toVIN (vehicle identification) number, no such information as to howharshly or lightly driven the vehicle was. This service would be a“harsh operation” report that could also be tied to the VIN.

In exemplary embodiments of the present invention, similar data can betracked for car rental companies. A safe driver discount may then beapplied upon return of the vehicle, which means less wear and tear onthe rental fleet, and such incentives would drive safer drivers to therental company offering them, which would lower overall risks and thusinsurance rates, to the rental car company itself.

It is noted that the contextual data obtained from V2V and V2Icommunications, and the data from the log of driver activity, can, forexample, simply be sent to a server, such as maintained by anunderwriter of the UBI, for processing using said insurer's algorithmsand predictive models. Or, alternatively, processing may be done in thevehicle, in part or completely, and conclusions and results, sent to theserver. In a standard exemplary embodiment, either no processing, orrelatively simple pre-processing may be done in the vehicle, and thedata sent to a UBI underwriter's server, or to a server doing dataprocessing and mining for the UBI underwriter. In more elaborateexemplary embodiments, more processing maybe done locally, in thevehicle, to save bandwidth, and data transmission costs, inasmuch as itis expected such uploading to UBI servers will often be over cellularnetworks or the like.

In some embodiments the V2V obtained contextual information may be usedto obtain evidence concerning automobile accidents, or other events,both that involve the current vehicle, and that do not. Thus, anautomobile accident may be more easily analyzed using various V2V dataacquired at the time prior to, during and after the accident, and thisdoes not depend upon the vehicles involved being V2V equipped or not.The “crowd source” aspect of the V2V enabled vehicles in the vicinity ofthe accident may be aggregated to create a record of the event. In thissense such an accident or other road hazard may be captured as a “hazardevent”, captured by various visual and acoustic sensors in various V2Venabled vehicles, as described below in Section VII.

Finally, a given automobile's capabilities maybe leveraged, and thevarious settings as to safety messages, or how contextual data is usedto interpret standard UBI data from the vehicle, may be adjusted basedon the vehicle's capabilities.

IV. Active and Passive Channel Voting and Preference Processing

In exemplary embodiments of the present invention, a vehicle radio orreceiver (the terms are used as synonyms herein) may be provided withthe ability to passively vote on channels (e.g., by measuring listeningtime), or have a user/listener actively rate songs and channels througha UI, and share those ratings. Further the collective votes of a crowdor set of listeners can be used to guide user selection of channels andsongs based on their relative popularity with people having similarmusical tastes. This technology is next described.

In exemplary embodiments of the present invention, a radio with at leasta method of receiving and playing a plurality of uniquely identifiablestations or channels (such as, for example, one or more satellite radiosignals or channels broadcast in an SDARS) and a processor which cankeep track of the channels which the user selects, and how long they arelisted to, can, for example, be used to implement (i) methods fortransmitting the listening history, or a summarized listening history,to similarly equipped radios, (ii) the ability to receive and store thelistening history and/or ratings from other radios, and (iii) summing oraveraging the listening history of all (or some relevant definedfraction of) other radios and presenting the resulting weighted list toa radio operator.

In exemplary embodiments of the present invention, such a radio can alsobe used to allow a listener to actively rate or “like” individual songs,or the channel or channels on which those songs are playing. In someembodiments, one or more algorithms can weigh the song and channelratings received from other users based on how closely the ratings orlikes of one user match those from the other user.

In some embodiments, drivers with V2V enabled satellite radios may comewithin range of other vehicles having their own V2V enabled satelliteradios. For example, the driver in, say, a first vehicle, Vehicle 1, mayspend a lot of time listening to Channel A, but may also spend timelistening to channels B, C and D, while the driver in the other vehicle,Vehicle 2, may spend a lot of time listening to Channels C, D, and F.Based on their common interest in channels C and D, the first driver maybe presented with a menu option suggesting that “people who likeChannels C and D also like Channel F” while the driver in the othervehicle can be presented a similar menu option, suggesting channels Aand B. The more similarly equipped vehicles that exchange data, the morelikely the user is to discover additional or heretofore unexploredchannels that he or she may enjoy, inasmuch as “crowd sourcing” getsbetter as the “crowd” gets larger. If the driver dislikes songs on oneor more of the suggested channels—or dislikes the whole channel, then,for example, the weighting given to other channels on the list can bereduced in any averaging or summation algorithm used to combine thechannel lists from multiple vehicles. Other more detailed preferenceaggregation, correlation and processing may also be implemented.

In some exemplary embodiments, a system need not seek out otherlisteners with similar tastes for the purpose of exchanging channellists. In fact, the exchange of lists can be wholly anonymous, and ingeneral no one will be able to connect a particular list of channels toa particular vehicle. Instead, it can simply broadcast an internallyprocessed list of favorite channels with ranking scores, andcorrespondingly receive similar channel lists from other V2V equippedvehicles as they come within range. Received lists can be compared withthe vehicle's internal list to determine “similar” channels, and canalso be averaged with other stored lists, as they are received, toproduce an aggregate rating for all encountered users.

A simple implementation can be, for example, to compute a score for eachchannel by keeping a running total of the percentage of time spentlistening to that channel by each user. Each satellite radio equippedvehicle, for example, can transmit the list of its top 20 channels toevery other vehicle that comes within its range. The list could simplybe ranked, or could also include the score as well as a list ofchannels. The radio's processor (or, for example, a V2V moduleprocessor, such as is shown in FIG. 15, or both) can compare the top 20lists received from other vehicles with the full channel list storedinternally, and score each received list on the degree of overlap. Ifthe set of channels overlaps by at least some fixed or user-settablethreshold value, then channels which are different can be added to alist of “suggested channels”. The list of suggested channels can becompared against the full list of channels to eliminate channels thatthe user already listens to (although perhaps at some lower percentageof time). After encountering only one other listener, the predictivepower of the suggested channel list would be very weak; however, afterencountering dozens, or hundreds, of other listeners, and compoundingthe channel lists received at each encounter, it is possible todetermine that X % of listeners that like a certain group of channels incommon with a given user also like one or more other channels that arenot on the current listener's highly ranked channel list. In addition,the user, through the radio interface, can choose “the most popularchannel” to discover what most people that drive in his vicinity arelistening to (without respect to what the listener's individual tastesmay be). This is analogous to checking out the latest trending topic onTwitter or the most searched for term on Google trends, or using anycrowd sourced, dynamically updated application, such as Waze, forexample. By using anonymous crowd-sourcing techniques to determine the“average preferences” of multiple drivers, it is possible to either (i)discover channels that are similar to the channels a user already likes,(“show me channels that people with tastes similar to mine like, that Ihaven't listened to”) or (ii) discover channels which are popular,irrespective of the tastes of the listener (“show me the most popular 5channels among all other drivers that have come within my V2Vcommunication radius”)

In exemplary embodiments of the present invention, a satellite radiocompany or advertiser that wants to understand regional listening habitsin order to know how to set advertising rates, may acquire aggregateratings information anonymously by placing roadside equipment in aparticular location to accumulate the channel ratings data from all V2Vequipped vehicles that pass through that location.

It is noted that this technique may easily be applied to AM and FMstations by replacing the satellite radio channel designation withgeographic coordinates and frequency, and it can similarly be applied toInternet radio with appropriate designations. By mapping the locationand the RF frequency it is possible to determine the exact AM or FMstations that the user listens to. This may be done instead of, or inaddition to, collecting satellite radio statistics. Thus, someonetravelling to a town or city for the first time, or returning after alapse of time, could quickly learn what local channels are the mostpopular by accumulating the listening statistics of other vehicles.

In exemplary embodiments of the present invention, AM, FM, Internetradio, and Satellite Radio listening statistics can thus be acquired bya ratings organization without the errors of self-reporting bias, sincethe radio would be anonymously transmitting the actual listeningstatistics.

To illustrate an example of the above described functionality, FIGS. 16and 17 illustrate channel list-sharing according to an exemplaryembodiment of the present invention. FIG. 16 illustrates an exemplaryprocess for providing an Ordered List of Channels, acquiring UserChannel Preferences, as well as Other Users' Channel Preferences, forthe channels on the list, generating a ranked list, optionally filteringthe list, and sharing User Channel Preferences over a V2V communicationpath. The process shown in FIG. 16 is recursive, and interactive, asboth the user of that vehicle as well as various other users in othersimilarly equipped vehicles, each provide preferences to the system andreceive back channel lists from the system, in a dynamically updatedmanner.

With reference to FIG. 16, there is shown a User Interface 1610, whichcan display to a user a weighted popularity list of channels, accordingto an exemplary embodiment. This list is processed as shown in anexemplary Satellite Radio Module 1625. The module takes as inputs both(i) the User Channel Preferences 1620 and (ii) Other User's ChannelPreferences 1623, the latter received, as shown, over a V2VCommunication Path 1635, from Other Radio Modules With V2V 1640. It isnoted that if a User actively likes a song, that data changespreferences, and it may also modify the weighting algorithm applied toOther User's Channel Preferences 1623. In turn, over the same V2VCommunication Path 1630, the current User Channel Preferences 1620 areshared, after passing through a Filter List 1630 module in the SatelliteRadio Module, as shown. The Filter List 1630 module can, of course,share the entire ranked list of all channels, but in a preferredembodiment certain filtering criteria may be applied so as to reduce thesize of transmitted messages. These filtering criteria can be, forexample, (i) top N channels, (ii) only channels with at least X %listening time, (iii) only channels with a combined listening timepercentage and rating score each exceeding defined thresholds, orvarious other criteria as may be useful. As shown, both User ChannelPreferences 1620 and Other User's Channel Preferences 1623 are passedthrough a Weighting Algorithm 1615, which sorts channels by rank, priorto being displayed to the User via the User Interface. An exemplaryordered list of channels is shown at 1650. It is noted that channelidentification would typically be frequency and band for terrestrialAM/FM or channel number and “band” for Satellite Radio (e.g. Sirius orXM). In a preferred implementation a numerical code would be used toindicate the bank (eg. 1=AM, 2=FM, 3=XM, 4=SIRI and so forth).Additionally, as regards channel ranking, various ranking criteria arepossible in addition to time spent listening to channel, such as:explicit user ranking or rating, % songs liked on a channel, or variouscombinations of multiple factors.

FIG. 17 presents a specific example of the system and process of FIG.16, showing a system sharing the top 5 channels whereby any receivedlist containing 4 of the 5 channels in common with the internally storedlist generates a suggestion, if the 5^(th) channel does not appear onthe internal list (i.e., the user never listened to it). FIG. 17 furtherillustrates how, in some embodiments, the percentage of listening timesfor all received lists may be averaged to determine the most popularchannels, which can be presented, for example, in a menu. In someembodiments of the present invention, advertisers or ratings agenciescan purchase the collected listening statistics for vehicles in exchangefor paying for or subsidizing the tolls for vehicles passing throughtoll booths equipped with V2I communication and electronic toll paymentcapability. For example, in exchange, say, for a $0.50 discount on abridge toll, a user may upload his anonymous listening history, as wellas summary of collected channel lists from other vehicles. It might alsobe possible to provide personal information for larger discounts, or thediscount could be proportional to the number of vehicles whose channelhistories have been accumulated, with higher discounts given to vehiclesthat have gathered more data.

In exemplary embodiments of the present invention, statistics can beaccumulated from such multiple received channel lists to detect patternsin received channel lists, and refine the suggested channel list basedon those detected patterns. For example, if 90% of the lists thatinclude channels X, Y, and Z in their top 10 channels also includechannel A in their top 20 channels, and the current listener includeschannel X, Y, and Z in his top 10 but does not include Channel A, thenChannel A could become a suggested channel to the current listener.Numerous variant examples can be implemented, including data mining ofparticular channel lists for product and service affinities, and sale ofthis data to advertisers. The affinity may be measured by testadvertisement response rates, for example, specific to certain sets ofchannels in an area.

Continuing with specific reference to FIG. 17, there is shown aTransmitted List 1710 which lists five channels, identifies what band orsource they apply to, and the percentage of time spent listening to eachof them by a user. It is here noted that the band indicationpossibilities for this example include XM, SIRI, AM and FM, as describedabove. Transmitted List 1710 is compiled, as shown in FIG. 17, by acombination of Received Lists from other drivers or users, shown at1720, as well as an Internal Channel List for the user's vehicle, asshown at 1730. With reference to the exemplary Received Lists at 1720,there are shown four received lists from other vehicles. Each of thesewill have a similar format to Transmitted List 1710, and therefore eachof Received Lists A, B, C and D has five channels listed in the sameformat as Transmitted List 1710. Although these examples use fivechannles, in general any number N channels may be used. As shown inReceiving List A, with reference to channel 7, channels which aredifferent on a list that is otherwise similar to the user's InternalChannel List 1730 become suggestions to the user, i.e. they were nevertried by the user. With reference to Received List A, it is noted thatchannels 20, 6, 16 and 19 are used by the user and are in fact on theuser's Transmitted List 1710. However, channel 7 from Received List A isnot on Transmitted List 1710, and not even on Internal Channel List 1730in which case channel 7 will become a suggestion that can be presentedto the user. It is also noted that Received Lists B, C and D each havechannel 7 on them, as well as other channels, such as 11 and 9 which mayalso become suggestions. However, the fact that all four Received Listshave channel 7 will increase the waiting given to channel 7 as asuggestion to the user.

Turning now to the Internal Channel List 1730 of FIG. 17, it is notedthat various ranking criteria are possible in addition to percentage oftime spent listening to the channel. These can include an explicit userranking or rating, the percentage of songs liked on a given channel, ora combination of multiple factors. It is also noted that variousfiltering criteria for reducing the size of the transmitted messages(e.g., top N channels, only channels with at least X percentagelistening time, etc.) may be used. Thus, it is seen in the InternalChannel List 1730 what the top N channels are for an example of N=5 andall the channels with M % or more listening time, such as, for example,M=1, are shown in the Internal Channel List which therefore containsnine channels.

Finally, at 1740 a Popular Channel List is shown which can bedetermined, for example, by averaging the percentage listening timereceived from all V2V enabled vehicles. This list includes both theinternal listening time percentage, as shown in the third column of1740, as well as the percentage listening time for each of the ReceivedLists A, B, C and D, as shown in the fourth, fifth, sixth and seventhcolumns of 1740, and finally the overall list of popular channels byaverage percentage listening time, shown in the final and eighth columnof the Popular Channel List shown at 1740. As can be seen by comparingInternal Channel Lists 1730 and Popular Channel List 1740, because thePopular Channel List averages the percentage listening time receivedfrom all V2V enable vehicles, including the present vehicle, there areno entries for the Received Lists for more than five channels, becausethose Received Lists have the format of Transmitted List 1710 but aretransmitted from all neighboring vehicles. Therefore, the minorchannels, or least popular channels from Internal List 1730, althoughincluded in the Popular Channel List 1740 have no entries for anyvehicle except the present vehicle, and therefore their popularity isfurther diminished as a result.

Similarly, because XM channel 22, although having a 5% listening time inInternal Channel List 1730, because it only appeared on two otherReceived Lists, namely Received List B and D, each also with a 5%listening percentage, when taking the average of XM channel 22 over allfive lists used in the calculation, namely the Internal Channel List1730 and the four Received Lists 1720, XM channel 22 ends up with only a3% average percentage listening time in Popular Channel List 1740, andis therefore not on Transmitted List 1710. It is further noted thatchannel 19 is on Transmitted List 1710 even though it has the samepercentage score in Internal Channel List 1730, and also the identicalscore as channel 22 for average percentage listening time shown inPopular Channel List 1740. Therefore, the reason channel 19 is includedin Transmitted List 1710, but channel 22 is not, is due to those otherranking criteria used to generate Internal Channel List 1730, asdescribed above.

Anonymity Protection in V2V Broadcasts

The various song, channel and programming preferences sharing methodsdescribed above involve a large number of ongoing V2V communicationsmessaging. As noted above, the exchange of lists can be whollyanonymous, and in general no one will be able to connect a particularlist of channels to a particular vehicle. In order to support andmaintain such anonymity, so that users are confident that their privacyis insured, various techniques may be implemented, as next described.

In exemplary embodiments of the present invention, the anonymity of V2Vbroadcast data can be improved by changing identifiable characteristicsof the transmission, and synchronizing these changes with the signaturekey changes currently defined in V2V protocols. It is here recalled thatthe US is nearing regulation that would mandate V2V communications invehicles to improve safety. Besides the song, channel and programmingpreferences described above, V2V communications generally allow vehiclesto communicate their location, speed, direction of travel, etc. to othernearby vehicles. As discussed in the article “Assuring Privacy andSecurity in Vehicle-to-Vehicle Safety Communications” (see, for example,http://conferences.asucollegeoflaw.com/emergingtechnologies/files/2013/04/Dorothy-Glancy.pdf),in order for the public to ultimately accept a mandatory V2Vcommunication system, both privacy and security must be maintained inthe system.

Security is required so that the received data can be trusted (e.g. sothat rogue/false information cannot cause issues); privacy is requiredto increase public acceptance of such a mandate. Currently, security isimplemented by having each vehicle sign their transmission with anassigned certificate; to preserve anonymity, however, the signingcertificate can be changed periodically, such as, for example, every 5minutes. One method that an interloper might use to reduce the anonymityof transmissions might be to measure unintentional differences in thetransmission. Examples might include transmit frequency error, symbolclock error, and the timing error of signing certificate changes. If aninterloper measures several such unintentional transmission differences,it could aid in identifying a given transmission with a particularvehicle. For example, if an interloper wanted to monitor when a specificvehicle entered and exited the owner's neighborhood, they coulddetermine the target vehicle's transmit frequency and symbol clockfrequency by visually identifying the vehicle while also monitoring thevehicle's DSRC transmissions with a specialized DSRC receiver capable ofmeasuring these parameters with high accuracy. The interloper could thenplace a DSRC receiver within several hundred meters of the neighborhoodexit. Unlike a camera, this receiver can be completely out of sight, aswell as a significant distance from the neighborhood entrance. Wheneverthe receiver detects a vehicle entering or exiting the neighborhood withthe same or similar transmit frequency and clock frequency (i.e. its V2V“transmission signature”), the interloper can conclude with a highdegree of certainty that the vehicle is the target vehicle. The accuracyof such a conclusion increases with the accuracy of the measurement, theaddition of other transmit parameters (e.g. Transmitter SpectralFlatness and Relative Constellation Error), and compensation algorithmsfor known sources of variation in these parameters (e.g. transmitfrequency can be affected by ambient temperature as well as DSRC deviceage).

Thus, in exemplary embodiments of the present invention, such ananonymity attack may be thwarted by intentionally and randomly changingthese unintentional transmission differences (e.g. transmissionfrequency error) whenever the signing certificate is changed. Forexample, the 802.11 specification allows a transmitter of a 10 MHzchannel to have a ±20 ppm error. The designer of an 802.11 transmittermust account for all sources of error and determine how much error thedesign is allowed due to make tolerance (error variation from onetransmitter to another as it comes out of the factory). Thus, a designermay have determined that the design is allowed a ±10 ppm make tolerance.In exemplary embodiments of the present invention, however, the designermight allow for a ±5 ppm make tolerance and have a control circuit thatcan tune the transmit frequency by ±5 ppm. The DSRC transmitter can thanchange the input to this circuit to a random value whenever it changesthe signing certificate used to sign its transmissions, thus masking its“V2V transmission signature”.

V. SDARS Receiver Space and Time Diversity by Means of V2V NetworkedSDARS Vehicles

SDARS Space Diversity

In exemplary embodiments of the present invention, an SDARS equippedvehicle that is playing (or buffering) a channel with lost or erroredaudio packets may request and recover those packets, in advance, fromneighboring SDARS vehicles via a V2V network. This provides a veryreliable “crowd sourced” backup for recovery of lost or missing audiodata. Because each vehicle experiences fades or obstructionsdifferently, based on speed and location, in a relatively small crowd ofvehicles nearly all of the broadcast data should be correctly receivedby the collective as a whole.

It is noted that some wireless receiver devices employ antenna diversitymethods to improve signal reception, and thus enable one or more of thefollowing: (i) increase in range of coverage, (ii) lower transmissionpower, and (iii) cost, improvement in bit error rate and correspondingQoS. Space diversity is one particular antenna diversity method whichemploys multiple antennas that are separated in space. The basic conceptis, that due to blocking and/or multipath signal environments, a signalthat is faded as received by one antenna will still be at an acceptablyhigh signal strength as received by one or more other antennas. Variousprocessing methods can be used to combine the signals of the antennas,or choose the best antenna to optimize signal reception.

Today, in-vehicle SDARS receivers employ only a single antenna tominimize the overall cost of the receiver while providing an acceptablelevel of coverage and QoS. There are some environments however, wheredue to some combination of signal blocking objects, stationary receiverstate (vehicle being stationary), angle of satellite signal delivery,and sparseness of terrestrial repeaters, signal reception issufficiently weak so as to result in continuous or sporadic loss ofaudio packets. This manifests as audio dropouts as experienced by theend user. While an SDARS equipped vehicle may experience such anenvironment as described above at a particular time, one or more of theneighboring SDARS vehicles may not, due to the different positions inspace of the antenna of each vehicle (e.g., the signal is blocked to oneor more vehicles but not to all vehicles in the vicinity).

Thus, in exemplary embodiments of the present invention, one can takeadvantage of the space diversity of neighboring SDARS vehicles tocooperatively improve the effective SDARS signal reception and QoS ofall vehicles within neighboring groups of vehicles. As noted, V2V is atechnology that enables communication both between neighboring vehiclesas well as between vehicles and neighboring infrastructure (e.g. trafficlights). In exemplary embodiments of the present invention, thetransmission of particular SDARS audio packets by V2V from one SDARS-V2Vvehicle to another neighboring SDARS-V2V vehicle that reported the audiopackets as lost (e.g. due to undetected packets or unrecoverable packetsdue to detected bit errors) can be accomplished. The receiving SDARS-V2Vvehicle can request the audio packets sufficiently ahead of the time theaudio packet is to be decoded and played to the user as part of anoverall stream of packets that could represent a radio channel orparticular track of a radio channel. Each requested and received“replacement” audio packet can be substituted for the missing audiopacket. An overall stream of audio packets then consists of (i) somepackets successfully received through the same vehicle's SDARS antennaand receiver, and (ii) other audio packets received by way of V2V fromthe SDARS antenna and receiver of other neighboring vehicles. The endresult is the play of error free and dropout free audio to the end userby including the audio packets requested and received from neighboringSDARS-V2V vehicles.

Crowd-Sourced Space Diversity

It is noted that for SXM low-band channels (the XM band channels), audiopackets can be identified and requested using Master Frame Count (MFC)values. For the XM band, channel payloads are organized into 432 mecduration Master Frames. Each Master Frame is error correction coded andcontains some possibly fractional number of audio packets. Instead ofrequesting an audio packet, an entire Master Frame (or audio frame) canthus be requested using MFC values (e.g. request all audio packet dataof a particular MFC). In cases of very high or complete audio packetloss rate, in exemplary embodiments of the present invention anSDARS-V2V vehicle may request and receive the entire stream of packetsof a channel from another neighboring SDARS-V2V vehicle, rather thanrequest each audio packet individually. Inasmuch as V2V supportsbroadcasting, the same broadcasted audio packet data can be received andused by multiple SDARS-V2V vehicles suffering from packet loss, andplaying or recording the same audio data (same channel).

Thus, in exemplary embodiments of the present invention, an SDARS-V2Vvehicle suffering significant signal loss can request, from otherSDARS-V2V vehicles, other SDARS service information aside from audiopacket data, including, for example, channel metadata describing thecurrently playing content on one or more channels. Such an SDARS-V2Vvehicle can thus effectively receive basic SDARS audio service duringperiods of complete signal loss from the network, from neighboringSDARS-V2V vehicles.

In one embodiment, an SDARS-V2V vehicle in an insufficient SDARS signalcondition can act as a networked SDARS client to request and receivebasic SDARS service from another neighboring SDARS-V2V vehicle, thelatter acting as a networked SDARS server. The receiving SDARS-V2Vclient can request channel lineup and content metadata, and also requesttuning to (extracting audio packets of) a channel. The vehicle acting asthe SDARS-V2V server can then stream the audio packets of the requested“tuned” channel back to the SDARS-V2V vehicle acting as the client. Assuch, the space diversity gains (the gain of having more robust SDARSsignal coverage by taking advantage of the multiple SDARS antennas andreceivers of other vehicles separated in space) are realized usingmostly “regular” networked SDARS service functionality and protocols. Asthe SDARS-V2V vehicle acting as the server moves out of range, or itselfloses SDARS signal, the servicing of the client can be handed off toanother SDARS-V2V vehicle that is still in range and thus has sufficientsignal.

An SDARS-V2V vehicle that is initially playing audio packets at the“live” point (i.e. playing packets as they are received), or very closeto live (not further back in IR buffer), upon experiencing a loss ofaudio packets condition, may not be able to request and receive audiopackets from another SDARS-V2V vehicle in time before underflowing thedecode and play of audio to the user. In such a scenario, a gap in audioplay will occur on each separate audio packet request. Thus, for examplethe requester may intentionally introduce a slightly longer delay (e.g.less than 1 second) before beginning playback to move the play pointfurther back from live, thus allowing sufficient time between subsequentdetection of lost packets and ensuing request, to the reception of therecovery packets, to thus avoid audio underflow.

In exemplary embodiments of the present invention, an SDARS receiver mayalso buffer audio packets from multiple channels as part of otherreceiver features (known as TuneMix™, TuneStart™, SmartFavorites™, etc.in the SXM service). This audio data may be played back to the user atsome later time. In such embodiments, the SDARS-V2V vehicle may alsorequest the lost audio packets (and/or lost metadata) from these audiobuffers. The requests can be made at the time that the packet lossoccurred, or it can be postponed until it is more probable that theaudio buffer for that channel(s) is to be played to the user in the SMXservice. Alternatively, if requested much further ahead of time, therequest can be made in a “low priority” mode. This allows other requeststhat are closer in time to the point at which the requested audio packetis scheduled to be played, to be done at a higher priority, and thushave a higher probability of being delivered on time to avoid underflow.Requests that go unfulfilled (e.g., no other SDARS-V2V vehiclesavailable or none had the audio packet available) may be requested againat some later point when different SDARS-V2V vehicles are detected asneighbors.

In addition to SDARS-V2V vehicles, SDARS equipped V2V infrastructure(SDARS-V2V Infrastructure) can also provide lost audio packets, streamsand metadata (e.g. via an SDARS-V2V device at traffic lights).

In exemplary embodiments of the present invention the V2V networkemployed may be a public V2V network, or some other private V2V network(e.g. a private V2V network dedicated to infotainment applications), forexample.

In the process of providing audio packets as described above, theproviding SDARS-V2V vehicles need not interrupt their own SDARS service(i.e., it does interrupt playback of SDARS due to resource constraintsfor example). For example, the providing SDARS-V2V vehicles can useextra available resources (channel audio extraction related resourcesand memory buffer resources) to preemptively buffer and maintain audiopackets in case those audio packets may be requested by anotherSDARS-V2V vehicle at some point in the future. In an optimal capabilitySDARS-V2V space diversity system, all SDARS vehicles are also V2Vcapable and participate in the SDARS-V2V space diversity systemdescribed above. Additionally, all participating SDARS-V2V vehicles canhave resources sufficient to extract and buffer audio packets from allSDARS channels. As such, there is a high probability that an audiopacket or stream requested by any SDARS-V2V vehicle will be availablefrom some neighboring SDARS-V2V vehicle.

Alternatively, for SDARS-V2V vehicles not capable of extracting andbuffering all channels preemptively, each SDARS-V2V vehicle may, forexample, extract the number of channels it is capable of, based on itsresource constraints. The specific extra channels that are extracted andbuffered can be chosen at random, for example, or according to somesemi-random round robin systems, designed to limit duplication byvehicles in a defined region. As each SDARS-V2V vehicle makes a random(or semi-random) choice of which extra channels to extract and buffer,the overall chances of an audio packet of a channel requested by anSDARS-V2V vehicle being available on at least one of several neighboringV2V vehicles is improved.

In exemplary embodiments of the present invention, one self-supportingcharacteristic of this system can be described by the following: (i)some subset of stationary vehicles may be more likely to experienceblocking and missed packets at any one time (e.g. fast moving vehicles),(ii) vehicles are often stationary due to traffic congestion, and (iii)traffic congestion means higher probability of nearby vehicles with V2Vand SDARS that are capable of providing space diversity.

In another exemplary embodiment, lost audio packets can also berequested from, and be provided by a, central server by means of anInternet connection (e.g., an SDARS vehicle with LTE). This option wouldbe available for SDARS vehicles having such Internet connectivityavailable (e.g., having an available LTE modem in the vehicle bytethering or integration, and LTE network connectivity available). Insuch cases, the SDARS-V2V method of lost packet recovery may still bepreferred due to Internet data costs, longer audio packet deliverylatencies, etc. However, a tiered method of requesting lost audiopackets from both V2V and Internet networks could be employed. The V2Vnetwork delivery can be attempted first (i.e. check if lost audio packetis available from a neighboring SDARS-V2V vehicle first), then, ifunsuccessful, attempt delivery from an Internet connected server, forexample.

Details on SDARS-V2V Inter-Vehicle Communication:

Implementing the methods described above, the following describes anexemplary basic lost audio packet communication scheme over a DSRC typeV2V network according to exemplary embodiments of the present invention.In this example, all communication can be done outside the context ofthe Basic Service Set (OCB) using WAVE Short Messaging Protocol (WSMP)messages that can be broadcast on the CCH (Control Channel). AllSDARS-V2V units can maintain knowledge of the geolocation of allsurrounding V2V vehicles based on received BSMs (Basic Safety Messages)that are broadcasted at regular intervals by each V2V vehicle, and thatcontain the vehicle's location information. Three types of SDARS-V2VWSMP messages can, for example, be defined:

1. Audio Frame Request (AFR)

-   -   This can be sent by SDARS-V2V units to request a lost Audio        Frame from any neighboring SDARS-V2V unit. (An Audio Frame is        the audio data—some fractional number of audio packets—contained        in a particular SXM Master Frame that was lost);

2. Audio Frame Provision (AFP):

-   -   Contains data an Audio Frame. Sent by a neighboring SDARS-V2V        unit(s) in response to a neighbor's AFR message that requested        the lost audio frame; and

3. Audio Packet Acknowledge (AFACK):

-   -   An acknowledge message sent by the original audio frame        requestor to indicate an Audio Frame Provision was successfully        received.

The three WSMP messages described above can contain, for example, aProvider Service Identifier (PSID) value assigned to a SDARS-V2V SpaceDiversity application.

Upon the loss of an audio packet, an SDARS-V2V unit can, for example,broadcast an AFR message, the data payload containing, for example, thefollowing:

-   -   SID (Service Identifier): identifies the channel from which the        packet was lost;    -   MFC (Master Frame Count): identifies the SDARS audio frame that        was lost;    -   TR (Time Remaining): the time remaining, in master frame periods        (432 msec) before the lost audio frame is scheduled to be        decoded;    -   Geo Location (GL): The location of the SDARS-V2V unit that is        sending this message;    -   Response Radius (RR): A radius value in meters that sets an        outer circular boundary around the SDARS-V2V unit sending this        message. Only SDARS-V2V units closer than RR units to the sender        should attempt to fulfill the Audio Frame Request; and    -   Radio ID: a radio identifier that uniquely identifies the        SDARS-V2V unit that is sending this message.

In exemplary embodiments of the present invention, one or moreneighboring SDARS-V2V units that successfully receive a broadcast AFRmessage as described above can, for example, first check if they arecloser than RR meters to the requestor GL location, and have in theirstorage the requested audio frame that was lost (identified by MFC andSID). Each unit that has the requested audio frame can schedule a timein which to send an AFP message to the requester, containing therequested audio frame. The scheduled time to transmit can, for example,be proportional to the distance that the unit is from the requestingSDARS-V2V unit, for example calculated as follows:

0.75*TR*d/RR

-   -   Where d is the distance of the unit from the requester.

For a 32 kbps audio channel, the AFP messages audio payload length inbytes is, for example, 1728 bytes (0.432*32000/8). Each AFP message can,for example, also include the MEG and SID of the Audio Frame.

As neighboring SDARS-V2V units broadcast the AFP message according totheir calculated schedule, the requesting SDARS-V2V unit will eventuallyreceive one of these AFP messages. The requesting unit can thenbroadcast an AFACK message to indicate to remaining neighboringSDARS-V2V units to cancel any scheduled AFP messages for thiscorresponding request. The AFACK message payload can contain the MFC,SID and Radio ID values of the originating AFR message to enable properassociation of AFR and AFACK message instances (in case other requestsfor other lost audio frames are occurring concurrently from the same, orfrom different, requesting SDARS-V2V units).

In exemplary embodiments of the present invention, such a method ofscheduling the AFP message, and acknowledging AFP reception using AFACKmessages, is designed to reduce the “flooding” problem whereby allneighboring units try to all respond to a request all at once.

It is noted that Vehicular Ad Hoc Networks (VANETs) are anothermechanism of providing intercommunication of neighboring SDARS-V2Vunits; the article referenced below outlines many VANET protocols.VANETs can enable more elaborate, and more cooperative, schemes forSDARS-V2V space diversity. Some VANET schemes organize vehicles intoclusters, with each cluster having a cluster head that coordinates theaddition and removal of other cluster nodes in addition to performingother cluster management tasks. Vehicles having similar speed anddirection are good metrics for joining the vehicle to the same cluster,with the goal being to have relatively stable clusters where clusternodes remain with the cluster for relatively long periods of time. Asapplied to SDARS-V2V space diversity, such stable clusters can allow forcoordination amongst SDARS-V2V units in determining which units extractand buffer which SDARS channels with the goal of covering all channelsof the SDARS service; or if not all channels are covered, an attempt tocover the channels most frequently tuned to by SDARS-V2V units of thecluster. Such VANET networks offer the capability of point-to-point typemessaging between SDARS-V2V units. For example, a unit with lost audiopackets (or frames) may request those frames from a particular SDARS-V2Vunit that it knows has been buffering the same channel from with theaudio packet was lost. A reference for the above discussion include:Adil Mudasir Malla, and Ravi Kant Sahu, A Review on Vehicle to VehicleCommunication Protocols in VANETs, International Journal of AdvancedResearch in Computer Science and Software Engineering, available onlineathttp://www.ijarcsse.com/docs/papers/Volume_3/2_February2013/V312-0253.pdf

SDARS Time Diversity:

In addition to providing performance gains realized from spacediversity, as described above, in exemplary embodiments of the presentinvention a method of combining SDARS and V2V communication systems canalso provide gains from time diversity (gains relative to an SDARS-onlysystem). This is next described.

Information (data) of interest to a first SDARS-V2V vehicle may bebroadcasted via SDARS at a particular point in time. The first SDARS-V2Vvehicle may fail to receive that information if, at that particulartime, the vehicle's SDARS signal reception was blocked, or the SDARSreceiver was turned off (e.g. the vehicle was parked/turned-off).However, the same information may have been successfully received andstored by one or more other SDARS-V2V vehicles (whose SDARS receiver wasturned-on and whose SDARS signal reception was not blocked). Thefailed-info-reception first SDARS-V2V vehicle may broadcast V2V requestsat some interval, requesting V2V transmission of the missing informationfrom other neighboring SDARS-V2V vehicles that were successful inreceiving the information of interest. At a later point in time, whenboth the first failed-info-reception SDARS-V2V vehicle and one of theother success-info-reception SDARS-V2V vehicles are within V2Vcommunication range, and both vehicles are driving (thus both V2Vtransceivers are turned on), the success-info-reception SDARS-V2Vvehicle can transmit the info of interest to the firstfailed-info-reception SDARS-V2V vehicle, the information beingtransmitted over the V2V communication system. Inasmuch as it is the V2Vtransmission of the information at a different point in time that allowsthe realization of the performance gain (that enables the successfulreception of the missing information), the performance gain is thusattributable to time diversity.

The “information of interest” described above can represent any type ofstand-alone or self-contained item such as, for example, a multimedia(e.g. audio or video) file, a configuration file, an applicationdatabase file, a firmware/software update file, etc. Often, however,such files are large relative to the SDARS bandwidth that is allocatedfor their transfer, and are not amenable to a simple contiguoustransmission of their data contents. An SDARS vehicle typically will notsucceed in receiving the compete contents of such a long contiguoustransmission of a data file, and partial reception of the file istypically not acceptable. The SDARS receiver is typically unsuccessfulin this reception primarily because SDARS vehicles are not contiguouslydriving/turned-on for the required duration of the data filetransmission. For example, a typical drive time may only be 30 minuteswhile the required contiguous transmission duration of the file may be 6hours. A secondary reason why such transfers are typically unsuccessfulis the relatively high probability in incurring (even only a few) biterrors over the required long duration of the data file transmission,due, for example, to intermittent periods of low SDARS signal reception.

An alternative to counter the above problem is thus enable reception oflarge data files over relatively low SDARS allocated bandwidth is tosegment the data of the large file into smaller block sizes, transmitthese individual blocks of the file over the SDARS system, andfurthermore to repeat the transmission of the individual blocks of thefile in this cyclic manner over an extended period of time. SDARSvehicles that miss reception of some blocks of the file over someinitial time period will, with additional drive time, eventually receiveall blocks of the file, with a higher probability of success that isrelative to the length of the extended period of drive time. Once theSDARS vehicle receives all blocks of the file, it can reconstruct anduse the file. The SDARS broadcast of the file in this manner is calledcarousel delivery.

In exemplary embodiments of the present invention, the time diversitytransmission method of an SDARS-V2V vehicle system described above canalso be applied to improve the performance of such an SDARS carouseldelivery method. In such a system, the “information of interest” asdescribed above regarding time diversity can now correspond to eachindividual block of the carousel delivery file. SDARS-V2V vehicles maybroadcast the list of their missing blocks (using relatively smallintegers that uniquely identify blocks) over V2V, and request V2Vtransmission of the identified blocks from other neighboring SDARS-V2Vvehicles that may have received one or more of these blocks. Similarly,going the other way, the same requesting SDARS-V2V vehicle may transmitany of the blocks that it was successful in receiving to otherrequesting SDARS-V2V vehicles. As different SDARS-V2V vehicles havedifferent drive time patterns and durations (different vehicles drive atdifferent, but sometimes overlapping, periods of the day), the variousdifferent SDARS-V2V vehicles will naturally receive differing blocks ofthe file, enabling the advantageous retransmission of the differingblocks of the file to each other as described. Moreover, there is also anatural V2V information dispersion effect in that over time eachSDARS-V2V vehicle may retransmit blocks that were received not only viaSDARS broadcast, but also via V2V broadcast from other SDARS-V2Vvehicles that fulfilled previous requests for missing blocks. The SDARScarousel delivery model is thus improved in that SDARS-V2V vehicles willreceive all blocks of the file over a shorter period of time due to thesharing of blocks over the V2V network as described. In areas of slowmoving high density traffic, where many SDARS-V2V vehicles are in V2Vrange for long periods of time, for example, entrance to a tunnel,bridge, highway, etc. during rush hours, this effect is particularlyuseful.

In addition to SDARS-V2V vehicles, SDARS-RSE (SDARS I2V road sideequipment) can also participate to significantly improve the timediversity gain of this system. This is because SDARS-RSE equipment istypically always turned-on, thus always receiving SDARS carousel filedelivery broadcasts, and also always available to transmit and fulfillblock requests over the V2V/I2V network. The SDARS-RSE equipment canthus more rapidly accumulate SDARS received and V2V received fileblocks, versus typical SDARS-V2V vehicles. Otherwise, the operation androle of the SDARS-RSE in this time diversity system is the same as thatof the SDARS-V2V vehicle described above.

It is noted that in and of itself, the performance of the SDARS carouseldelivery model, as described above, suffers from a significant problem,known as the carousel delivery problem. Namely, that as the SDARSreceiver receives and accumulates the various blocks of the file, itbecomes increasingly difficult (less probable) for a given SDARSreceiver to receive the remaining blocks of the file that are needed forit to complete the file. Each block occupies a unique position of thefile, and at the limit, to receive the last remaining block of the filethat it is missing, the SDARS receiver must be turned on (the vehicledriving) at precisely the same time that the SDARS system isbroadcasting that block of the file. While each SDARS receiver willeventually receive all blocks of the file, some will be “lucky” andcomplete reception of all blocks early, while others will be less luckyand complete reception of all blocks after a longer period of on time(i.e., vehicle drive time).

One method to overcome, or improve upon, the carousel delivery problemis the application of erasure correction coding to the blocks. Thus,instead of a cyclically repeating transmission (broadcast) of uncodedblocks of the file as is done with the carousel delivery model, theblocks are first erasure correction coded (ECC) using a coding schemethat allows a generation of a number of uniquely coded blocks (M) muchgreater than the number of uncoded blocks (N) that make up the file. Forexample, for N=1000 uncoded blocks in a file, use M=1000*1000 uniqueerasure coded blocks. One such ECC is the Random Linear Code describedin the Elias reference cited below. Also, it is noted, Reed Solomoncodes are another class of such codes when the size of the code's finitefield is made very large. In such a scheme, the SDARS system can thenbroadcast the unique ECC blocks of the file over the lifetime of thefile transmission. If M is large enough, the SDARS system will avoid theneed to cyclically repeat the ECC blocks of the file. The SDARS receivercan receive any linearly independent set of N ECC blocks and then decodethese ECC blocks to reconstruct the original file. As such, the carouseldelivery problem is thus eliminated or significantly minimized. In sucha technique, the Reed Solomon code is optimal in that any set of Nunique ECC blocks are guaranteed to be linearly independent. Othercodes, such as the Random Linear Code, are not optimal in this respectand require reception of some extra number of ECC blocks (e), such thatN+e total received blocks are required to provide N linearly independentblocks, with probability of p, where p rapidly approaches 1.0 withincreasing e. Thus, for example, 10 extra blocks are required to enablefile decoding with probability ˜(1−(1/2{circumflex over ( )}10))=0.9990.As with uncoded blocks, ECC blocks can also be identified usingrelatively small integers that can be included in the header of abroadcast ECC block, which provide information necessary to the receiverin the process of decoding the received blocks.

Thus, in exemplary embodiments of the present invention, the timediversity SDARS-V2V vehicle (and RSE) system described above can also beapplied to reduce the file delivery time for the SDARS block-ECC filedelivery method. The time diversity system may be applied in a similarmanner to that was described for the carousel delivery model. However,instead of retransmitting uncoded blocks over a V2V network, SDARS-V2Vvehicles (and SDARS-RSE installations) can retransmit ECC blocks.SDARS-V2V vehicles can V2V transmit the list of ECC blocks that they mayhave already received (because the list of ECC blocks that it has notreceived (˜M) is much larger and thus not efficient to transmit).Neighboring SDARS-V2V receivers that receive the request can check theirown list of ECG blocks received for the same file, and the neighboringSDARS-V2V vehicle (or SDARS-RSE) can then transmit any of its ECC blocksthat are outside the set of ECC blocks listed in the request by therequesting vehicle, thus sending ECC blocks that the requestingSDARS-V2V vehicle does not yet have). In exemplary embodiments of thepresent invention, the number of ECC blocks that are V2V retransmittedupon a request can, for example, be limited to:

N−upper_bound[N,“number of ECC blocks listed in request”]+e,

where e is some small number of extra ECC blocks.

In exemplary embodiments of the present invention, the V2V transmittingof ECC blocks as described above can more efficiently be enacted as theV2V broadcasting of ECC blocks, such that any other neighboringSDARS-V2V vehicles may also receive and possibly use the ECC blocktransmission that was initiated for a specific requestor. Thus, as seenabove as well as in other applications described in this application,the V2V network may be used as a second broadcast communicationschannel, to supplement, or mirror, content already or evensimultaneously sent over the SDARS channel.

In exemplary embodiments of the present invention, an SDARS-V2V vehiclemay incrementally decode ECC blocks as it receives them. In thisprocess, received ECC blocks are linearly combined in the incrementalprocess of solving the system of equations formed by the received ECCblocks and each block's corresponding generator equation. As such,original ECC blocks are transformed and no longer available in originalform. However, the “seed” of the original ECC block, and itscorresponding generator equation, still exist in this transformation,and the integer identifier of the original “seed” ECC block can still bemaintained for the transformed block; then, this same transformed ECCblock, along with its transformed generator equation can be V2Vtransmitted by the SDARS-V2V vehicle in fulfilling any request for thatsame identified “seed” ECC block. It is noted that this transmission issomewhat less efficient, in that a transformed generator equation isincluded in the transmission, instead of only the more compact integeridentifier of the original generator equation.

Additionally, in exemplary embodiments of the present invention, anSDARS-V2V vehicle (or SDARS-RSE) that has already ECC decoded andreconstructed a file may instead transmit (uncoded) blocks over V2V,identified as such, of the fully decoded file in fulfilling ECC blockrequests from other SDARS-V2V vehicles. If sufficient V2V bandwidthexists, and the vehicles are in V2V network communication range for asufficient time, then the fulfilling SDARS-V2V vehicle may, for example,transmit all blocks of the file. In this case the requesting SDARS-V2Vvehicle can skip all ECC decoding and simply reconstruct the filedirectly from all of the received uncoded blocks. If bandwidth and timeconditions are insufficient for transmission of uncoded blocks of thefile, then the fulfilling SDARS-V2V can instead transmit a subset ofthese uncoded blocks to requesting SDARS-V2V vehicles. In someembodiments, an ECC decoding policy can be pre-established ordynamically communicated that defines an “incremental ECC decodingdirection”; such as, for example, the ECC decoding direction is from thebeginning block of the file, towards the ending block of the file. Thefulfilling SDARS-V2V vehicle (or RSE) can then order the transmission ofuncoded blocks of the file in the direction opposite that of the ECCdecoding direction. Providing the uncoded blocks (or “already decoded”blocks) in opposite order manner can thus significantly reduce the ECCdecoding work required of the requesting SDARS-V2V vehicle inreconstructing the file. In announcing the list of blocks it alreadyhas, the requesting SDARS-V2V vehicle must list the block identifiersfor both (i) the ECC blocks and (ii) any uncoded blocks (already decodedblocks) that have be received.

To reduce the overhead and bandwidth associated with a requestingSDARS-V2V vehicle transmitting its list of already received blocks (ECCand uncoded blocks), certain classes of SDARS-V2V vehicles and RSEs thathave already decoded and reconstructed a file may act in a mannersimilar to a regular SDARS system in encoding and broadcasting ECCblocks over the V2V network. Such SDARS-V2V vehicles and RSE wouldselect generator equations from the large set of M possible generatorequations based on pseudorandom selection, where the pseudorandom seedis ideally different for all SDARS-V2V vehicles and RSEs (and the SDARSbroadcast itself) performing ECC encoding and broadcasting of ECC codedfiles (e.g. seed based on a unique MAC address). As such, the ECC blocksgenerated and broadcast will be sufficiently independent between allbroadcasters, for large M. SDARS-V2V vehicle and RSE broadcasters wouldlimit the rate of ECC block transmission based on bandwidth availabilityand usage policies. For example, a SDARS-V2V vehicle or RSE ECC couldtransmit a request message, which includes a requested number ofrequired ECC blocks, to enable any neighboring SDARS-V2V vehicles orRSEs to begin ECC block broadcasting.

Reference for erasure correction code: Peter Elias, Coding for Two NoisyChannels, Information Theory, Third London Symposium, 1955.

Determining Traffic Congestion Information in a V2V System

In some embodiments, an in-vehicle V2V communications system can be usedto inferentially determine traffic congestion. It is noted thatconventionally there exist a few methods of determining trafficcongestion in a given area. The primary ones now in use include videorecognition devices and under-pavement probes. There are also a numberof systems (Google's Waze application, for example), that use anindividual's mobile phones as probes. In a V2V system, the BSM messagestransmitted by each equipped vehicle add information regarding headingand speed, however, no indication of actual congestion in a given areais available within the messages themselves.

Thus, in exemplary embodiments of the present invention, by ignoring thecontents of V2V messages and simply tallying up the number of messages,along with the message transmit frequency, in a given defined area (forexample a 300 m radius or so), combined with navigation system mapinformation (number of lanes, over/underpasses, etc.) an in-vehicle V2Vmodule can obtain a proportional indication of traffic congestion. Morecomplex algorithms which do not ignore the contents of the messages, andactually parse each BSM while keeping a running tally of those in rangesorted by heading, can give an even more granular set of informationregarding congestion in (i) a particular direction of travel, or even(ii) to the extent of a particular section of roadway (for example,congestion in the lanes that move vehicles from eastbound on road X tonorthbound on road Y). This information can be used to augment existingprobe data available for a more accurate and real-time view of localcongestion. The knowledge that BSMs are sent at a frequency of 10 timesper second, or at some lower frequency when indicated by bandwidthconstraints, can also be incorporated into such a congestion algorithm.

It is also noted that various synergies between V2V obtained data and ahighly granular traffic data collection, analysis and reporting service,such as, for example, the Traffic Plus™ service now being developed bySirius XM Satellite Radio Inc., can be created and leveraged inexemplary embodiments of the present invention. The Traffic Plus™service is described in detail in PCT/US2014/029221, entitled “HighResolution Encoding and Transmission of Traffic Information”, which wasfiled on Mar. 14, 2014, and is hereby incorporated herein in itsentirety by this reference.

Using this congestion information that was determined by using the V2Vmessages together with, for example, other information contained in theTraffic Plus™ traffic service, more detailed, and especially morereal-time information can be provided to the user of these services viathe navigation system installed in the vehicle. For example, whenTraffic Plus™ indicates that an accident occurred on the roadway near agiven location, and in the direction you are heading, combining theadded congestion information calculated from V2V as described above canenable the navigation unit to determine how far ahead the traffic willbegin to pileup and slow down. It can also use that information todetermine if it needs to re-route the vehicle whenever possible.

In addition, whatever congestion information has been calculated can besent to the Traffic Plus™ servers (as additional probe data) in areal-time fashion to improve the real-time nature of the Traffic Plus™offering.

Thus, V2V congestion metrics and detailed Traffic Plus™ data can becombined in various synergistic ways, in various exemplary embodimentsof the present invention. Traffic Plus™ includes detailed predictivemodels for estimating traffic congestion, speed and changes theretobased on time of day. These models can be used to predict the effect ofan anomalolus hazard, as may be discovered by a vehicle, andcommunicated over V2V, as described above. Using such V2V warnings as aninput to Traffic Plus™ models can provide dynamic predictions regardingtheir effect.

In turn, V2V data, as aggregated and mixed, can bright to light causesof traffic anomalies and thus provide causation information and contextto traffic events send by Traffic Plus™, but not contextualized.

Tuning to an Emergency Channel Using V2V Communications

In exemplary embodiments of the present invention, a satellite broadcastmessage can be created to tune to a specific audio source, such as, forexample, FM, AM, an Internet radio channel or stream, and/or a satelliteradio channel, within a particular geographic region, and vehicles canbe enabled to pass this message to other V2V equipped vehicles that maynot have access to the satellite radio path.

Thus, given a radio with at least (1) satellite radio receptioncapability, and (2) a processor which can detect a message sent over thesatellite path, the message specifying (3) an audio source, and (4) ageographic region for which that source is deemed relevant, in exemplaryembodiments of the present invention methods of transmitting therelevant information using V2V techniques to radios which may lacksatellite reception capability can be performed.

In one embodiment, for example, drivers with V2V enabled satelliteradios will come within range of other vehicles having V2V enabledradios which may or may not have satellite radio capability. Because ofextremely hazardous conditions, a chemical spill, a sniper, bridgecollapsing during earthquake, police activity, or some other equallyegregious situation, life and death information may be carried on aspecial satellite radio channel and also re-transmitted on a local FM orAM station for the benefit of V2V radios that lack satellite radioconnectivity. The V2V-enabled satellite radios can thus serve as aconduit for an emergency message sent over the satellite link,instructing all V2V radios in a particular area to tune to a particularAM or FM station. In exemplary embodiments of the present invention,V2V-enabled satellite radios may also have the option of tuning to aspecial satellite-radio channel.

FIG. 18 illustrates an exemplary emergency channel concept according toexemplary embodiments of the present invention. With reference thereto,a satellite radio transmitter 1810 may broadcast an emergency messageinforming all satellite radios to tune to a particular channel for moreinformation. The message may define a geographic region of interest(i.e., the message may be geotagged). The message can be received by aV2V Enabled Satellite Radio Module 1830, as shown, via Satellite RFAntenna 1815, and the module may processes the geotag and pass themessage over a V2V transmitter, V2V Tx, to all local V2V enabled radios1835, only if the message is relevant to the current location of thecurrent vehicle. As noted, V2V-enabled satellite radios can thus serveas a conduit for an emergency message sent over the satellite link, themessage instructing all V2V radios in a particular area to tune to aparticular AM or FM station. The emergency message sent by satelliteradio transmitter 1810 can also be received by a terrestrialre-transmitter 1820, for example, as shown in the upper right of FIG.18, which may retransmit the message over AM/FM frequencies to allvehicles, as shown, to AM/FM antennae 1840 and 1850, including thosethat are (e.g., 1830), and those vehicles that are not (e.g., 1835),satellite radio equipped. By this means satellite radio emergencymessages maybe disseminated to a “crowd” of non-satellite radio enabledvehicles over a V2V channel, within a defined distance of the satelliteradio enabled vehicle.

Crowd Sourcing In Lieu of Data Channel Download

In exemplary embodiments of the present invention, various types ofinformation may be sent over V2V channels in lieu of waiting fordownload from an SDARS service over a data or service channel.

As is known, various types of content are downloaded, or may bedownloaded to individual SDARS receivers. This may include, for example,specialized content that is not sent over the broadcast service forlater on-demand listening, or for example, libraries of audio content,or updates to such libraries, such as are described in the EBT and EBT2systems, in U.S. patent application Ser. No. 14/021,833, filed Sep. 9,2013 and Ser. No. 14/226,788; filed Mar. 26, 2014, the disclosure ofeach of which is incorporated herein by this reference.

Additionally, provisioning of LTE modems may also be performed over anSDARS service channel, as described in U.S. Provisional PatentApplication No. 61/947,955, entitled “Satellite Provisioning of CellService”, filed on Mar. 4, 2014, and its related PCT application,PCT/US2015/018792, filed on Mar. 4, 2015, also entitled “SatelliteProvisioning of Cell Service”, which is also incorporated herein by thisreference. In that application, it was noted that the provisioning couldalso be performed over a Wi-Fi link. It is thus here noted that inaddition to the various communications pathways described therein, a V2Vlink could also be used. Such a V2V link could be used, in general, forany and all data that, for whatever reason, would be more efficientlysent as opposed to waiting for the SDARS service. This could be due totemporary problems with a terrestrial repeater, electromagneticconditions, geographically unfavorable terrain, etc.

Thus, in exemplary embodiments of the present invention, crowd sourcingover V2V may be used as another available cache of data to a givenSDARS-V2V equipped vehicle, for any data or messaging that is normallytransmitted, received or used in connection with an SDARS receiver. Inexemplary embodiments of the present invention, intelligence may beprovided in an SDARS in-vehicle receiver to inventory all available datato it, and access it from whatever source may be optimal, given locationand duration of this data in a V2V “crowd”, via an upcoming servicechannel message, via a Wi-Fi connection, or the like.

V2V Roadside Equipment Satellite Data Delivery

It is noted that Roadside Equipment (“RSE”) can often be located inareas without adequate cellular or wired network coverage. There arethus many cases in which wide-area communication with the roadsideequipment is necessary and/or desirable. This is a related functionalityto crowd sourcing, only somewhat the inverse of the previous situations,where V2V communications were used to supplement missing satellitereceived data. Here the RSE is the entity lacking data, which itreceives over a satellite link.

Accordingly, in exemplary embodiments of the present invention, an SDARSsatellite communications link can be used as a one-way system tocommunicate certain data to the Roadside Equipment. This can beaccomplished by using data channels, perhaps encoded with RFD (RapidFile Delivery, an exemplary technology used by assignee hereof fordisseminating data to in-vehicle SDARS receivers efficiently), on theSDARS satellite link. Examples of such communications can include, forexample, (i) Initial provisioning information for the RoadsideEquipment; (ii) Firmware Updates for the Roadside Equipment controllers;(iii) Emergency distribution of information during system failure; (iv)Recovery information after Roadside Equipment failures; and (v)Distribution of “default states” for Roadside Equipment, perhapsdistributed in a regional manner, to name a few.

Additionally, for standalone operation, solar-power collectors andbatteries may be used to power the SDARS receiver and, if necessary, theRoadside Equipment as well.

VI. Virtualized Audible Alerts Using Vehicle to Vehicle and/or Vehicleto Infrastructure Communications

In exemplary embodiments of the present invention, V2V and/or V2Icommunications may provide data from a first vehicle to other nearbyvehicles that translate the initiation of traditional audio alerts suchas an emergency vehicle siren, a train horn, or a car horn produced bythe first vehicle, into equivalent “virtual” audio alerts rendered bythe internal sound system within the other receiving vehicles. A datapacket can be generated by a vehicle sounding an alert, and conveyed tonearby vehicles through direct V2V or indirectly through V2I equipment,and upon receiving said data packet the receiving vehicles can render analert sound, mixing in the alert sound with the in-vehicle infotainmentsound system, or overriding the current audio output of the soundsystem, so that the driver of a receiving vehicle becomes intuitivelyaware of the alert generated by the driver of the first vehicle withoutrequiring observation of a displayed alert or hearing an externallygenerated alert sound, such as an ambulance siren, car horn, or trainhorn. Furthermore, a receiving vehicle audio system can suggest therelative direction of the first vehicle by altering the balance of thegenerated alert sound volume, and/or time delays between left, right,forward and rear speakers, so the alert sound appears to the driver asif it is emanating from the first vehicle sourcing the alert, resultingin better audio clues as to the direction of the first vehicle than issometimes possible when hearing the actual physical alert sound, thedirection of which can be difficult to identify as the sound bounces offbuildings and structures. Furthermore, for example, the volume of thegenerated alert sound can be adjusted to match the physical distance ofthe first vehicle from the receiving vehicle, so that the driver becomesintuitively aware of its closer approach. With additional processing andawareness of the first vehicle path relative to a receiving vehicle, thealert sound can be either produced or not produced in that nearbyvehicle depending on the likelihood that the given nearby vehicle willbe affected by the path of the first vehicle producing the alert; thus,only nearby vehicles for which the alert is relevant will produce thealert avoiding an unnecessary distraction to drivers of vehiclesunaffected by the alert. Thus, a highly intelligent V2V based virtualalert system can be implemented.

The following are illustrative examples:

Virtualized Emergency Vehicle Siren

Here an alert sound data message may be used to notify the user of anapproaching emergency vehicle by mixing a virtual siren sound into thevehicle's audio system, so that the driver becomes intuitively aware ofthe approaching emergency vehicle, including general direction andproximity through the previously described sound volume and balancingmethods. With additional processing and awareness of the plannedemergency vehicle route, the V2V system, in conjunction with in-vehiclesoftware, can determine whether the virtual siren should be sounded in agiven car, based on the likelihood that the car will be impacted by theemergency vehicle path. For example, on a road that prevents accessbetween opposing lanes such as an expressway or boulevard, cars headingin the same direction and ahead of the emergency vehicle would hear thevirtual siren, whereas cars heading in the opposite direction would nothear the virtual siren even though they would for a short time be inclose proximity with virtual siren. This method provides the benefit ofwarning the impacted driver of the emergency vehicle, before they mightotherwise hear a physical siren and in spite of the driver playing otheraudio sources in the car that might mask the sound of the physicalsiren. It also prevents drivers not affected by the emergency vehicle(such as those in the opposite directed lanes, from being distracted andcausing “lookey Lou” pileups or slowdowns. This applies to all of theexamples below, as well. In a future of pervasive adoption of such atechnique, an emergency vehicle might rely on virtual sirens instead ofphysical sirens when operating in areas where loud sounds arediscouraged and/or when handling situations not critical enough for aphysical siren.

Virtualized Train Horn

Here an alert sound data message may be used to notify the car driver ofan approaching train by mixing a virtual train horn sound into thevehicle's audio system, so that the driver becomes intuitively aware ofthe approaching train including general direction and proximity throughthe previously described sound volume and balancing methods. In thisexample, the train can be equipped with V2V equipment so that it iscapable of sending a data message into the V2V system representing thesounding of a train horn. With additional processing and awareness ofthe vehicle path and train path relative to the train tracks and roadwayrail crossings over the train tracks, the V2V and V2I system, inconjunction with in-vehicle software can determine whether the virtualhorn should be sounded in a given car, based on the likelihood that thecar will approach a roadway/train track intersection at the time thetrain passes. For example, on a stretch of road parallel to the trackswith no railway crossing, cars would not hear the virtual train horn. Incontrast, cars approaching a railway crossing as the train approacheswould hear the virtual train horn. This method also provides the benefitof warning the impacted driver of the approaching train, before theymight otherwise hear a physical train horn and in spite of the driverplaying other audio sources in the car that might mask the sound of thephysical horn. As one illustrative implementation, V2I stations arestrategically placed along a train track and near roadway trackcrossings, so that alerts can be conveyed from the train to vehiclesnear the roadway crossing even if there are limited V2V equippedvehicles presently in the area for conveying the messages from train tovehicle to vehicle. The method can also be used to provide a train hornsound in vehicles that are in the area of a Train Horn Quiet Zone (see,for example, http://www.fra.dot.gov/Page/P0104). With additionalprocessing, the time before the arrival at a railway crossing at whichthe virtual horn is sounded in cars near that crossing can be extendedif the V2V system determines that the crossing is congested with higherrisk that some vehicle might get blocked from movement off the crossing.

Virtualized Car Horn

The alert sound data message may be sent from a first vehicle to othervehicles to indicate the driver of the first vehicle has sounded a horn.This data may be used by the other vehicles to product the sound of ahorn in the vehicle's audio system, so that the drivers of the othervehicles become aware of the horn sound including general direction andproximity through the previously described sound volume and balancingmethods. Furthermore, the vehicle audio system in the other vehicles cansuggest the relative direction of the first vehicle producing the hornsound by altering the balance of the mixed horn volume between left,right, forward and rear speakers, so the emulated horn sounds to thedriver as if it is coming from its physical direction from the firstcar. Furthermore, the volume of the mixed horn sound can be adjusted tomatch the physical distance of the first car to the receiving car, sothe driver becomes intuitively aware of its closer approach. In somesituations, a physical horn sound could be replaced with an exclusivelyvirtual horn sound, so that only car occupants determined to be impactedby the situation that triggered the first car to sound the horn hear ahorn sound. With additional processing and awareness of the relativevehicle positions, paths and traffic situation, the virtual horn soundwould only be sounded by those receiving vehicles where such a sound hasvalue to those vehicle drivers. For example, a driver in a line of carsbehind a car that fails to start driving for a long time after a redlight turns green might honk their horn to get the stalled driver'sattention. In such case, the V2V system and vehicle software might limitreproduction of this horn sound to only the first tardy vehicle in theline of cars waiting at the light. Other vehicles would not hear thevirtual sound, thus avoiding the annoyance of hearing someone honk theirhorn at a different driver. Similarly, the virtual horn sounded by adriver who sees a vehicle pulling into its path would be heard by thevehicle creating the path incursion, but not by all other vehicles inthe vicinity. Use of virtual horns exclusive of physical horn soundswould allow for drivers to legally sound their horn in quiet zones suchas around hospitals.

The present invention has been described in detail, including variouspreferred exemplary embodiments thereof. However, it will be appreciatedthat those skilled in the art, upon consideration of the presentdisclosure, may make modifications and/or improvements on this inventionthat fall within the scope and spirit of the invention.

VII. Sensors to Detect Hazards or Events Using Vehicle to VehicleCommunications

Hazard Location System Using V2V Communications

In exemplary embodiments of the present invention, V2V enabled vehicleswith embedded sensors may be used to share sensory information which canthen processed to determine the location of “events of interest” whichcan then be avoided by drivers with V2V technology and targeted forappropriate action by emergency responders such as police, firedepartments, etc.

In one specific example of such a distributed sensor network for threatdetection, the use of a V2V-enabled vehicles that include acousticsensors (i.e. microphones) can be used to create a low-cost acousticsensor network for the purposes of locating the source of gunfire andusing that information to enhance public safety. This example is nextdescribed; it is understood that the same, or similar technique, withappropriate sensors, may be extended to any type of hazard, threat or ofincident interest.

Example—Crowd Sourced Gunshot and Explosion Detection Over V2V

Drivers and pedestrians entering certain urban and suburban locationsrun the risk of being hit by sniper fire or random gunfire. In fact,military technology has been developed to locate the source of enemygunfire using acoustic techniques. In many locations within the UnitedStates (such as, for example, Chicago, Ill.; San Francisco, Los Angeles,and Oakland, Calif.; Milwaukee, Wis.; Minneapolis, Minn.; Omaha, Nebr.Kansas City, Kans.; Washington D.C., Birmingham, Ala.; New Bedford,Boston, and Springfield, Mass. Mass.; and finally Wilmington, N.C.), anetwork of fixed microphones at known locations has been set up to aidlaw enforcement in locating the source of gunfire. Similar systems havealso been deployed in the United Kingdom and Brazil.

These systems are highly effective in rapidly locating the source ofgunfire, using well known triangulation techniques along with the knownspeed of sound, to calculate the distance from the source of gunfire tomultiple microphone locations. However, they are subject to a number ofdrawbacks, such as:

-   -   1. The gunshot location systems are expensive to install and        maintain. As effective as they are, they require on-going        maintenance to remain effective, and local governments are under        pressure to cut their budgets or reallocate resources to other        priorities:        -   a. According to ATI Personnel in a 1996 interview, leasing a            system to perform acoustic gunfire location costs            approximately $5,000 per month for each square mile covered¹            ¹ https://www.ncjrs.gov/pdffilesl/nij/179274.pdf        -   b. As another example of the typical costs: a system            deployed in Wilmington, N.C. cost $300,000 to deploy and            $120,000 to renew the subscription.² ²            http://www.starnewsonline.corn/article/20120221/ARTICLES/120229925        -   c. Oakland, Calif. has a system which costs $264,000/year³ ³            http://www.sfgate.com/crime/article/Oakland-cops-aim-to-scrap-gunfire-detecting-5316060.php    -   2. The systems provide limited, fixed geographic coverage.        -   a. Government agencies or law enforcement departments must            decide ahead of time where to install the sensors, and must            prioritize certain regions over other regions.        -   b. Political considerations often come into play in            determining which regions to cover and which to ignore.    -   3. The systems do not cover suburban or rural areas at all—even        on highly trafficked major highways.

In smaller cities or rural locations it is not cost effective to mountand permanently process the outputs of microphones to detect infrequentgunfire, and yet the incidence of such events (snipers, derangedindividuals shooting assault weapons in schools or other publiclocations) is sadly all too common. Even in large cities, the cost offixed systems prohibit their expansion to cover more than a few squaremiles of the worst neighborhoods and in some cases, even this modestcoverage is currently at risk from budget cuts.

These defects may be remedied using the techniques of variousembodiments of the present invention. Thus, in exemplary embodiments ofthe present invention, at least three vehicles may be used, each vehiclehaving (1) V2V communications capability, (2) on-board digital storageand processing capability, (3) at least one microphone, (4) a positionand timing reference source such as GPS, or GPS augmented with variousdead-reckoning systems, and (5) a database of acoustic signatures. Theprocessor in each vehicle can monitor the output of the microphone ormicrophones, and compare the output with a database of acousticsignatures to determine if it matches a gunshot or explosion withsufficient confidence to report the event. When an acoustic signature ofinterest is identified, the processor can produce (6) a message with thefollowing information: (a) a time stamp of when the sound was detectedby the vehicle; (b) the location of the vehicle corresponding to thetime of the time stamp; and (c) an optional index or identifier tocharacterize the acoustic signature. The processor can then send themessage over V2V communication paths to any vehicles (7) withincommunication range. At the same time, the processor receives and storessimilar messages (8) from the other vehicles (7). After receiving atleast 2 messages, and continuing with additional messages, the processorcan compute the distances from the source of the (9) “acoustic event” ofinterest (e.g. a gunshot) to each of the vehicles, and determine thesource location by computing the intersection of at least three sphereswith appropriate radii with centers at the geographic coordinates wherethe sounds were detected⁴. The vehicle then displays the location of thesource of the gunfire or explosion on the user interface (10) andcautions the driver to avoid that location. As the vehicle continuesalong its route, it retransmits the set of all received messages (11) tovehicles and (12) roadside equipment, which may or may not have beenable to hear the initial gunshot, but are now able to determine itslocation and avoid that area. Depending on the speed and heading of thevehicle, it may continue to transmit this information (as well as anysubsequent messages it receives, which may enable more precise locationof the origin) for several miles beyond the immediate vicinity, and manyminutes after the actual detected event, so that vehicles approachingthe area can be warned of possible gunshots in the area and be routedaround the dangerous region. ⁴ The intersection of two spheres withknown radii produces a circle in the general case. The addition of athird sphere restricts the possible locations to a pair of points. Itwill usually be possible to rule out one of the remaining points usingknowledge of local topography (for example when one of the two possiblelocations is below ground), however adding a 4^(th), 5^(th), andadditional points can improve the location accuracy without anyknowledge of terrain.

Novel Benefits

The above-described techniques improve upon the existing technology ofusing a fixed network of microphones at known location, using a centralprocessor, to compute the source of gunfire, by using a flexible networkof microphones which report their locations to each other (the V2Vnetwork) and use distributed processing to determine the source ofgunfire or explosions based on the time stamp and location informationin the messages received from a multitude of vehicle-based microphones.

By incorporating one or more microphones into V2V-enabled vehicles, andby using on-board processing capability to monitor the output of thosemicrophones for sounds of gunfire as a background task, it is possibleto detect the locations of gunfire or explosions as long as a sufficientnumber of V2V vehicles are within range of the gunshot (i.e., closeenough to hear the distinctive acoustic signature of the gunshot).

Even a low penetration rate of V2V capable vehicles would provide somebenefit in this application, by directing law enforcement resources tothe approximate location and simultaneously routing V2V equippedvehicles away from the source of the gunfire.

It is noted that the use of standard microphones added to existing V2Vor V2I (roadside equipment) eliminates the installation costs ofspecialized monitoring equipment or allows for amortizing those costswith the costs of other equipment deployed for different safety reasons,rather than requiring the costs to be justified exclusively by thegunshot location benefits.

Further, in urban locations which already include gunfire locationtechnology, the addition of the V2V array of microphones could improvethe accuracy of the fixed network by adding additional datapoints, andcan also extend the geographic coverage of the fixed network, which istypically confined to a small downtown region, or perhaps one or twohigh-crime regions of the city.

Extensions, Improvements, and Alternate Implementations

In an extension of this technology, the gunfire location could becompared with a point of interest database to eliminate locations suchas public or private shooting ranges which might be the source of“legitimate” or “expected” gunfire. In this way, vehicles that drivepast a shooting range would not constantly be alerted to gunfire comingfrom the location of a known shooting range . . . but if gunfire camefrom a block away from the shooting range, they could be alerted to thatfact.

In a further extension of this technique, vehicles equipped with camerascan, for example, automatically capture and save an image in thedirection of detected gunfire, and can anonymously pass on that image tolaw enforcement as an aid to locating the shooter or shooters. In thecase of a shooter in a vehicle on the highway, if all of the othervehicles in the vicinity automatically captured images after detectingthe shot, the probability of capturing an image of the suspect vehiclewould be greatly enhanced.

Embodiments of this invention apply to all types of vehicle-mountedsensors where the readings from the sensors from multiple vehicles arecombined and processed to determine the location of an “event ofinterest”. The event of interest is not limited to gunshots andexplosions as described in the previous example, but can easily beextended to chemical spills, fires (e.g. using smoke detection),earthquakes (e.g. using accelerometers), radiation leaks, or othergeographically distributed threats having a determinable source, origin,or locus or risk gradient in which there is a benefit to having vehiclesavoid a region and also perhaps a benefit for appropriate emergencyresponders to rapidly detect the location of the region and move towardit to take appropriate action (e.g. apprehend a criminal, rescue people,mitigate the damage, or prevent the spread of the affected area).

While this invention is primarily intended as a distributed processingsystem where each mobile processor independently computes the locationof the source of gunfire or explosions by combining timing and locationdata from multiple detectors, and alerts the driver of the threatlocation, an alternative approach would be to transmit the raw data fromeach vehicle to a central location for processing. The central locationcould then process data collected over a much wider area, and/or periodof time, to determine a more precise threat location (including moreprecise computations of threat motion for example when the source of thegunfire is a moving vehicle and multiple shots at slightly differentlocations could indicate the speed and direction of the target vehicle).

As also noted above, in exemplary embodiments of the present invention,vehicles with higher levels of visual or acoustic sensing could passinformation to vehicles of lower levels of visual sensing to assist inavoidance of potential hazards. For instance, vehicles with infraredvisual capability could pass information to allow vehicles without thiscapability to be notified of an animal in the road where that animalwould be otherwise undetected to those vehicles without the advancedinfrared sensors/cameras. Or, for example, vehicles with sensors havinga wider dynamic range of sound frequencies that may be acquired can passinformation regarding high frequency acoustic hazard signatures to othervehicles not so enabled. Such hazards may include an incoming drone,missile, or other projectile, or the low frequency sounds that oftenprecede seismic events. Information passed could be via sound clip,enhanced or processed sound, text message, image, virtual image,processed or enhanced image, composite image, or just locational alert,for example.

Exemplary Integrated SAT Radio and V2V Antenna System

In exemplary embodiments of the present invention, a satellite radio andV2V antenna system may be integrated. Such an integrated system may beused with any of the above described systems, applications, methods, ortechniques. An example of such an integrated SAT Radio and V2V antennasystem is shown in FIG. 19A. As shown, the antenna system includesmultiple passive antenna elements to support frequency bands used by theantenna system, here C, C1, S, V and G. C and C1 illustrate CellAntennas 1905, and the S, V and G antennas being the Other Antennas1907, receiving frequencies outside the cellular communications bands.The Other Antennas 1907 are respectively fed into the receivers. Forexample, antenna element S is tuned to receive satellite radiotransmissions in the 2.3 GHz frequency band and may thus be connected tothe SAT receiver 1910. The SAT receiver processes the RF signalsreceived from the antenna and outputs baseband digital signals to theBaseband Processor 1925. Similarly, antenna element V is tuned to the5.9 GHz frequency band to transmit and receive V2V signals and isconnected to the V2V Transceiver 1915. The V2V transceiver contains botha receiver portion to process the V2V signals received from the Vantenna element and a transmitter portion coupled to the same antennaelement for transmitting V2V signals. The V2V Transceiver is alsoconnected to the Baseband Processor 1925, which receives basebanddigital signals from the receiver portion of V2V Transceiver and sendsbaseband digital signals to the transmitter portion. Continuing withreference to FIG. 18A, antenna element G is tuned to the 1.6 GHz band toreceive GPS and/or GLONASS positioning signals and is connected to theGPS Receiver 1920. GPS Receiver 1920 processes the RF signals receivedfrom the G antenna element, and outputs baseband digital signals to theBaseband Processor 1925. Optionally, cell antennas C and C1 can be tunedto cellular frequency bands to support cellular communications. The Cand C1 antenna elements may be coupled to a remote cellular modemthrough coaxial transmission lines Coax.

With continued reference to FIG. 19A, the Baseband Processor may performadditional operations on the data received from SAT, V2V and GPS paths,such as, for example, parsing the data streams, managing conditionalaccess policies, preprocessing services, and formatting and multiplexingthe resultant service data into a composite serial bitstream which canthen, for example, be transmitted over the bidirectional serialInterface 1930 to the Head Unit, shown in FIG. 19B. The Serial Interfacesupports multiplexed digital transmissions from the Antenna System 1950to the Head Unit 1951 and from the Head Unit 1951 to the Antenna System1950. In exemplary embodiments of the present invention, BasebandProcessor 1925 can support a V2V security policy which may requireinformation received by the SAT Receiver 1910.

In exemplary embodiments of the present invention, administering asecurity policy in the tightly integrated Antenna System 1950 can reduceobservability of sensitive security data by unauthorized third parties.This provides a level of protection against misuse of the V2V system.

As noted, an exemplary Head Unit 1951, designed to receive signals fromAntenna System 1950, is shown in FIG. 19B. Head Unit 1951 canincorporate a MCU 1965 for communicating with internal and externalvehicle systems and which provides an interface for communicating withthe driver/user. Head Unit 1951 also includes a multiplexed transmit andreceive Serial Interface 1963 to the Antenna System, connected to saidAntenna System 1950 via Twisted Pair 1933, as shown. The serial antennainterface also provides power to the Antenna System which may beprovided by separate power (5 VDC) and ground (GND) wires as shown inFIGS. 19A and 19B, or may be provided over the Twisted Pair 1933 serialcommunication wires themselves to reduce the total wires in theinterface. The MCU is connected to a User Interface 1975 which enablescontrol of the SAT receiver (Channel Change, Volume, etc.) and certainoutgoing messages on the V2V channel, as well as the display ofinformation received from Antenna System 1950, such as, for example, SATreceiver audio information, V2V situational awareness information(warnings, road information, etc.) or navigation information. MCU 1965is connected to an audio interface, Codec DAC 1980, which includesspeakers 1990 for SAT audio or V2V related audio (speech information ortones) and may include a microphone 1995 for cell communications orother audio applications. MCU 1965 is also connected to Vehicle Bus 1970for collecting vehicle information such as braking status, steeringwheel angle and other information which may be needed by the V2V systemor other systems, as described more fully above in connection withSection III, “Improving User Based Insurance (“UBI”) Data With VehicleTo Vehicle And Vehicle To Infrastructure Contextual Information.” Thisinterface may also be used to communicate information from AntennaSystem 1950 to other vehicle systems such as, for example, providingimminent collision data to an ADAS system.

CONCLUSION

The present invention in its numerous and varied embodiments, has beendescribed in detail, including various preferred exemplary embodimentsthereof. However, it will be appreciated that those skilled in the art,upon consideration of the present disclosure, may make modificationsand/or improvements on this invention that fall within the scope andspirit of the invention.

It is understood that an exemplary system implementing any of theexemplary embodiments described hereinabove may use any satellite radiosystem as may be known, such as those provided by Applicant hereof,and/or any V2V communications module or system as is, or may be, known.The satellite radio and V2V modules may be fully, or partiallyintegrated, or maybe physically separated, and only communicablyconnected. Various permutations are possible, and all understood to bewithin the scope of the present invention.

A latitude of modification, change, and substitution is thus intended inthe foregoing disclosure and in some instances, some features of theinvention will be employed without a corresponding use of the otherfeatures. Accordingly, it is appropriate that the appended claims beconstrued broadly and in a manner consistent with the spirit and scopeof the invention as disclosed.

1-95. (canceled)
 96. A method for identifying a hazardous roadcondition, the method comprising: receiving, by a computing system andvia a vehicle-to-vehicle (V2V) or vehicle-to-infrastructure (V2I)network, a plurality of road condition messages, each of the roadcondition messages including location data associated with the hazardousroad condition, and wherein each of the road condition messages aregenerated by at least one vehicle that has detected the hazardous roadcondition; analyzing, by the computing system, the plurality of roadcondition messages to determine a severity of the hazardous roadcondition; generating, by the computing system, a warning messageincluding a geotag based on the location data and the severity of thehazardous road condition; and transmitting, by the computing system andvia a satellite broadcast, the warning message including the geotag andthe severity of the hazardous road condition to a plurality of receiversthat are configured to display the warning message.
 97. The method ofclaim 96, wherein the hazardous road condition is associated with atleast one of an icy road, heavy rain, snow, an animal present in thevicinity of a road, debris, and an erratically moving vehicle, andwherein the V2I network includes a Satellite Digital Audio Radio Service(SDARS) network.
 98. The method of claim 96, wherein the plurality ofroad condition messages include data based on at least one of vehicleaccelerometer measurements, antilock braking systems, and windshieldwiper use.
 99. The method of claim 96, wherein the plurality ofreceivers are associated with on-board vehicle systems of vehicles thatare located within a vicinity of the hazardous road condition.
 100. Themethod of claim 96, wherein the warning message includes informationassociated with an indication to reduce vehicle speed.
 101. The methodof claim 96, further comprising: receiving, by the computing system andvia the V2V network or V2I network, at least one of a plurality ofimages and video segments in addition to the plurality of road conditionmessages; and detecting, by the computing system, a road hazardassociated with an animal or debris based at least on one of theplurality of images and the video segments.
 102. The method of claim101, further comprising: transmitting information indicative of the roadhazard to on-board vehicle systems of vehicles that are located within avicinity of road hazard.
 103. A method for avoiding a hazardous roadcondition, the method comprising: receiving, by an on-board vehiclesystem and via a vehicle-to-vehicle (V2V) or vehicle-to-infrastructure(V2I) network, a plurality of road condition messages, each of the roadcondition messages including location data associated with the hazardousroad condition, and wherein each of the road condition messages aregenerated by at least another vehicle that has detected the hazardousroad condition; determining, by the on-board vehicle system, a modifieddriving route based on analyzing location data associated with thehazardous road condition; and presenting, by the on-board vehiclesystem, a warning message indicative of the hazardous road condition andthe modified driving route.
 104. The method of claim 103, wherein thehazardous road condition is associated with at least one of an icy road,heavy rain, snow, an animal present in the vicinity of a road, debris,and an erratically moving vehicle.
 105. The method of claim 103, whereinthe plurality of road condition messages include data based on at leastone of vehicle accelerometer measurements, antilock braking systems, andwindshield wiper use.
 106. The method of claim 103, wherein the warningmessage includes information associated with an indication to reducevehicle speed.
 107. The method of claim 103, wherein the V2I networkincludes a Satellite Digital Audio Radio Service (SDARS) network, andwherein the plurality of road condition messages comprise geotaggedmessages.
 108. The method of claim 103, wherein the plurality of roadcondition messages further include shape information, the method furthercomprising: using the shape information to determine a distance betweena currently planned route and the hazardous road condition.
 109. Amethod for identifying a road hazard, the method comprising:identifying, by a vehicle system, a road hazard associated with anerratically moving vehicle; monitoring, by the vehicle system, theerratically moving vehicle based on capturing at least one of aplurality of images and video segments; and sending, by the vehiclesystem and via a vehicle-to-vehicle (V2V) or vehicle-to-infrastructure(V2I) network, the plurality of images or video segments to anadditional vehicle located in the vicinity of the road hazard.
 110. Themethod of claim 109, wherein the identifying the road hazard is based onreceiving a description of the erratically moving vehicle.
 111. Themethod of claim 110, wherein the description of the erratically movingvehicle includes a license plate number.
 112. The method of claim 109,wherein the identifying the road hazard is based on: capturing an imageof the erratically moving vehicle; and analyzing the image to identifyan expired license tag associated with the erratically moving vehicle.113. The method of claim 112, further comprising: transmitting the imageof the erratically moving vehicle to devices associated with lawenforcement personnel.
 114. The method of claim 113, further comprising:transmitting a location associated with the erratically moving vehicleto the devices associated with law enforcement personnel.
 115. Themethod of claim 109, wherein the V2I network includes a SatelliteDigital Audio Radio Service (SDARS) network.